HE 


UC-NRLF 


355 


REPORT 

OF 

The  Harbor,  Port  and 
Terminal  Commission 

TO  THE 

GENERAL  ASSEMBLY 

OF 

GEORGIA  . 


1922 


Harbor,  Port  and  Terminal 
Commission 


THE  GOVERNOR, 

THE  SECRETARY  OF  STATE, 

THE  COMMISSIONER  OF  AGRICULTURE, 

HON.  C.  H.  KITTRELL, 

HON.  W.  B.  BAKER. 


MYRTLE  WHITE, 

Secreiar!'- 


TO  THE  GENERAL  ASSEMBLY  OF  GEORGIA: 

The  Harbor,  Port  and  Terminal  Commission,  provided  for  under 
Act  of  1921,  was  organized  by  the  appointment  of  Hon.  C.  H 
Kittrell,  nominated  by  the  Farmers  Union  and  Hon.  W.  B.  Baker 
nominated  by  the  Georgia  Manufacturers  Association.  The 
Commission  thus  constituted  held  its  first  meeting  on  September 
22,  1921  and  adopted  the  following  resolutions: 


RESOLVED,  First,  that  it  is  the  opinion  of  the  Board  of  Har- 
bor, Port  and  Terminal  Commissioners  of  the  State  of  Georgia,  that 
it  is  the  highest  duty  of  the  State,  insofar  as  it  may  have  power 
to  do  the  same,  to  speedily  create  conditions,  under  which  the 
farmer  will  be  able  to  find  a  market  at  the  nearest  railroad  station 
for  all  non-perishable  products  of  the  farm. 

RESOLVED,  Second,  that  it  is  the  opinion  of  the  Board  of 
Harbor,  Port  and  Terminal  Commissioners  of  the  State  of  Georgia, 
that  no  one  achievement  will  be  more  conductive  to  this  end  than 
the  establishment  on  our  coast  of  a  great  harbor  equipped  with 
warehouses,  grain  elevators  and  every  other  facility  to  be  found 
at  the  most  modern  commercial  gateways  of  the  world,  and  the 
establishment  thereat  of  marketing  facilities. 

RESOLVED,  Third,  that  it  is  the  opinion  of  this  Commission 
that  the  State  should  own  and  improve  not  less  than  two  hundred 
(200)  acres  at  some  point  on  the  Georgia  coast,  located  imme- 
diately on  deep  water,-  with  ample  anchorage  space,  where  f reigh  t 
train  and  freight  ship  may  meet  for  the  interchange  of  our  surplus 
products  with  other  countries  for  their  surplus  products.  Along 
our  coasts,  between  Baltimore  and  Boston,  and  within  two  hun- 
dred miles  of  that  coast,  are  twenty-five  million  consumers,  and, 
with  this  great  mass  of  our  population  we  should  be  in  easy  com- 
munication by  water,  and  harbor  facilities  are  essential.  We  are 
of  the  opinion  that  the  establishment  of  a  great  world  gateway 
on  the  Georgia  coast  will  greatly  aid  the  Panama  Canal,  because 
by  the  use  of  stich  a  gateway,  approximately  five  hundred  miles 


;w.iH  :bq  tiut  -of £  the:  length*  of  ocean  haul  of  our  commerce  with  the 
Far  East;  'as  compared  with  North  Atlantic  Ports,  and  a  like  re- 
duction in  ocean  haul  will  be  effected  in  all  of  our  trade  with  the 
West  India  Islands  and  the  north  coast  of  South  America. 

RESOLVED,  Fourth,  that  this  Commission  invites  Savannah, 
Darien,  Brunswick  and  St.  Marys,  to  have  prepared  and  pre- 
sented to  this  Commission  by  January  1st,  1922,  full  and  com- 
plete maps  showing  the  harbor  areas  and  facilities,  together  with 
all  information  which  said  seaport  cities  may  wish  to  present,  and, 
also  present  to  the  Commission  maps  showing  the  location  of  land 
on  de3p  water  which  the  State  can  obtain,  and  the  terms  on  which 
the  same  can  be  had. 


On  the  fifth  of  January,  1922,  the  commission  met  and  received 
reports  from  St.  Marys,  Brunswick  and  Savannah,  each  port  city 
submitting  full  information  as  to  its  attractiveness  as  a  place  for 
the  location  of  state  owned  terminals. 

Later  the  commission  employed  Mr.  Frederick  W.  Cowie,  who 
had  just  resigned  the  position  of  Chief  Engineer  of  the  Montreal 
Harbor  Commission.  Mr.  Cowie  as  Chief  Engineer  had  designed, 
constructed  and  operated  the  Montreal  Terminals  for  a  long  term 
of  years.  As  these  Montreal  Terminals,  costing  something  like 
thirty  millions  of  dollars,  had  been  operated  successfully  and  with- 
out cost  to  the  Dominion  of  Canada,  the  commission  considered 
itself  fortunate  in  being  able  to  secure  the  services  of  so  distin- 
guished and  so  successful  a  harbor  engineer.  Mr.  Cowie  was  in- 
vited to  come  to  Atlanta.  When  he  came  to  Atlanta  all  the 
maps,  papers  and  documents  submitted  by  St.  Marys,  by  Bruns- 
wick, and  by  Savannah,  were  turned  over  to  him  and  he  was 
directed  to  go  to  each  one  of  these  ports,  to  look  and  to  listen  and 
to  stay  at  each  port  as  long  as  anything  remained  to  be  seen  or 
anything  remained  to  be  heard.  He  was  instructed  to  report  to 
the  commission  which  of  the  three  ports,  in  the  event  of  the  es- 
tablishment of  state  owned  terminals  at  the  sea  board,  was  the 
best  port  to  be  selected  by  the  state.  Mr.  Cowie  was  told  that 
the  commission  had  no  advice  to  give  and  no  preference  to  express 
He  submitted  his  report  to  the  Commission  on  April  14,  1922  and 


the  most  important  feature  of  this  report  was  that  relating  to 
the  port  of  Savannah,  in  which  he  also  discussed  the  port  of 
Brunswick,  The  commission  was  advised  that  he  would  reject 
the  1600  acres  offered  the  state  by  Savannah  and  known  as  the 
Deptford  Plantation,  but  that  if  Savannah  would  offer  certain 
other  property  on  the  river,  which  he  pointed  out,  he  would  un- 
hesitatingly recommend  the  adoption  of  Savannah  as  the  best 
place  for  the  location  of  state  owned  terminals.  He  further  said 
that  Savannah  would  give  the  state  the  property  designated  by 
him.  This  was  on  Friday,  April  14,  1922  and  the  commission  ad- 
journed from  that  day  until  ten  o'clock  Saturday  morning,  request- 
ing the  president  of  the  board  to  telephone  Mayor  Stewart  to  meet 
the  board  the  next  morning  at  nine  o'clock,  Saturday,  April  15, 1922. 
The  commission  met  in  the  Post  Office  of  the  House  of  Represen- 
tatives and  had  present  Hon.  Murray  Stewart,  Judge  Cann,  Mr. 
Groves  and  other  representatives  of  the  city  of  Savannah.  The 
commission  had  Mr.  Cowie  read  his  report.  The  commission  then 
asked  the  Mayor  of  Savannah  and  its  other  representatives  pres- 
ent if  the  city  of  Savannah  was  ready  to  give  to  the  state  the  site 
selected  and  recommended  by  Mr.  Cowie.  The  Mayor  and  other 
representatives  promptly  and  unequivocatingly  stated  that 
the  city  of  Savannah  would  give  to  the  state  the  river  front  prop- 
erty so  recommended.  The  commission  thereupon  adopted  the 
following  resolutions  : 


WHEREAS,  The  Consulting  Engineer,  Mr.  F.  W.  Cowie,  has 
rendered  his  report  on  the  prospective  location  of  the  proposed 
State  Terminal,  and  same  is  favorable  tg  Savannah,  provided  that 
certain  designated  property  is  given  free  to  the  State,  to  be  used 
by  the  State  for  a  terminal  site,  or  favorable  to  Brunswick  in  the 
event  this  site  is  not  available,  and, 

WHEREAS,  The  State  Port  Terminal  and  Harbor  Commis- 
sion has  not  the  available  fund  with  which  to  carry  on  further  in- 
vestigation as  to  the  feasibility  of  the  State  Terminals, 

BE  IT  RESOLVED,  That  if  the  city  of  Savannah  will  furnish 
this  site,  and  also  the  further  survey  and  the  necessary  plans 
drawn  in  keeping  with  the  results  of  that  survey,  in  order  that  the 


complete  proposal  may  be  presented  by  the  Commission  to  the 
next  session  of  the  Georgia  Legislature,  and  if,  after  this  survey  is 
completed,  and  a  recommendation  of  State  Owned  Terminals 
seems  financially  justified  from  the  viewpoint  of  the  creation  and 
conservation  of  the  resources  of  the  producer,  and  prospective 
superior  market  facilities,  and  from  revenues  coming  from  other 
states  as  the  result  of  superior  coastal  concentration,  loading  and 
shipping  facilities,  the  Commission  will  recommend  that  the  Ter- 
minals be  built  at  Savannah. 


After  this  the  city  of  Savannah,  so  the  commission  is  informed 
and  believes,  employed  Mr.  Cowie  to  prepare  plans  and  specifica- 
tions for  a  great  state  owned  plant  at  Savannah,  including  ware- 
houses, grain  elevators,  cold  storage  warehouses,  tracks,  and  every 
other  facility  which  would  be  necessary  in  order  to  make  the  state 
owned  terminals  capable  of  successful  and  economic  operation. 
Mr.  Cowie  was  engaged  for  a  number  of  weeks  on  this  work  and 
on  July  17,  1922  brought  to  Atlanta  his  maps,  plans,  etc.,  to- 
gether with  a  written  report  including  the  entire  subject.  In 
this  report  Mr.  Cowie  confirmed  and  emphasized  his  reasons  for 
the  selection  of  Savannah.  These  reasons  were  overwhelming 
and  are  submitted  to  the  General  Assembly,  along  with  his 
report,  a  copy  of  which  is  herewith  filed. 

In  view  of  the  existence,  at  the  present  time,  of  all  the  market- 
ing machinery  necessary  to  enable  the  state  owned  terminals  to 
fit  into  and  become  a  part  of  a  going  machine  at  Savannah,  and 
in  view  of  the  misfortune  which  has  universally  come  to  all  who 
invested  in  Brunswick,  on  the  basis  of  its  great  natural  advan- 
tages, which  we  admit,  the  commission  is  of  the  opinion  that  the 
proper  place  for  the  selection  of  state  owned  .terminals  is  Savan- 
nah. The  harbor  of  Brunswick  is  undoubtedly  one  of  the  finest 
on  the 'coast,  but  Jacksonville,  just  south  of  it,  did  not  exist  when 
Brunswick  was  a  port  doing  some  import  and  export  traffic. 
Jacksonville  has  grown  to  a  city  of  something  like  100,000  people, 
just  south  of  Brunswick  and  located  on  the  St.  John  River,  27 
miles  from  the  sea,  and  has  a  position  which  cannot  be  compared 
to  the  position  of  Brunswick.  Savannah  is  located  north  of 
Brunswick,  with  a  harbor  in  no  sense  equal  to  Brunswick  in  the 


matter  of  natural  advantages,  has  grown  to  a  city  of  approxi- 
mately 100,000  people. 

Savannah  has  ocean  transportation  facilities  in  daily  use 
at  the  present  time,  has  a  ship  a  day  for  New  York,  and  could 
expand  its  ocean  shipping  facilities  to  meet  the  demand  which 
would  be  put  upon  present  transportation  companies  by  the  state 
owned  terminals.  If  Brunswick  were  selected,  shipping  facilities 
would  have  to  be  supplied  either  by  the  state  or  by  private  capi- 
tal. In  the  meantime,  the  state  owned  terminals  might  be  over- 
crowded with  products  of  the  farm  that  would  have  no  means  of 
being  moved  forward  to  the  consuming  market  unless  and  until 
private  capital  should  supply  the  necessary  transportation  facili- 
ties. 

The  commission  does  not  think  it  would  be  wise  to  recommend 
state  owned  terminals  at  a  port  with  this  disadvantage,  when  it 
can  select  a  place  where  the  advantages  already  exist  and  where 
they  can  be  indefinitely  increased. 

The  Commission  recommends  Savannah. 

Respectfully  submitted : 

S.  G.  MCLENDON,  President, 
C.  H.  KITTRELL,  Vice-President, 
THOJS.  W.  HARD  WICK, 
J.  J.  BROWN, 
W.  B.  BAKER. 


REPORT 

TO  THE 

HARBOR,  PORT  and 
TERMINAL  COMMISSION 

FOR  THE 

STATE  OF  GEORGIA 

ON 

A  STATE  PORT  TERMINAL 
PROJECT  at  SAVANNAH 


By 

FREDERICK  W,  [Cg^WIE,  B.  A,  Sc.,  M.  Am.  Soc,  C.  E. 

ijomufiing  Engineer. 

JULY  15,  1922 


REPORT 

TO  THE 

HARBOR,  PORT  and 
TERMINAL  COMMISSION 

FOR  THE 

STATE  OF  GEORGIA 

ON 

A  STATE  PORT  TERMINAL 
PROJECT  at  SAVANNAH 


COMMISSIONERS 

THOMAS  W.   HARDWICK,  S.    G.   MCLENDON, 

Governor,  Sec.  of  State,  President. 

J.   J.   BROWN,  W.  B.  BAKER, 

Com.   of  Agriculture  C.  H.  KITTRELL. 


By 

FREDERICK  W,  COWIE,  B.  A,  Sc.,  M.  Am.  Soc,  C.  E. 

Consulting  Engineer. 


JULY  15,  1922 


INDEX  TO   SUBJECTS 

Introduction 5-8 

Preliminaiy  Report  to  Harbor,   Port   and 
Tenminal  Commission,  April  l>5th,  1922.  8-41 

SAVANNAH- 

I.     Historical  Notes  41-48 

II.     The  Port  and  Its  Relation  to  Production. .49-62 


III.     The  Port  of  Savannah  and  the  Transporta- 
tion Problem  .  ..63-68 


IV.     Site  of  Proposed   Project 69-74 

V.     Extent    of    Accommodation    Required    for 

State  Port  Project  75 

VI.     State  Port  Terminals,    Unit    Included    in 

Project ..76-82 

VII.     Georgia  Port  Terminals  at  Savannah,  Esti 

mates  First  Stage 82-83 

VIII.     Conclusions  .  _ .84-87 


INTRODUCTION 

At  the  Session  of  the  Georgia  Legislature  in  1921,  a 
Member,  Hon.  C.  H.  Kittrell,  introduced  a  Bill  which 
resulted  in  the  creation  of  the  Georgia  Harbor  Port  and 
Terminal  Commission. 


AN  ACT 

To  create  a  Board  of  Harbor,  Port  and  Terminal  Com- 
mission for  the  State  of  Georgia;  to  provide  for  the 
appointment  and  term  of  office  of  said  Commission- 
ers; to  define  the  powers  and  jurisdiction  of  said 
Board ;  and  for  other  purposes. 

SECTION  1.  Be  it  enacted  by  the  General  Assembly  of 
the  State  of  Georgia,  and  it  is  hereby  enacted  by  the 
authority  of  same,  that  from  and  after  the  passage  of 
this  Act,  there  is  created  and  established  in  the  State  of 
Georgia  a  Board  of  Harbor,  Port  and  Terminal  Commis- 
sioners for  the  harbor  and  terminals  of  the  State  of  Geor- 
gia, which  shall  be  known  as  the  "  Board  of  Harbor,  Port 
and  Terminal  Commissioners  for  the  State  of  Georgia/' 
said  Board  shall  consist  of  five  members,  composed  of 
the  Governor  of  Georgia,  the  Secretary  of  State,  the  Com- 
missioner of  Agriculture,  and  one  member  nominated  by 
the  Manufacturer's  Association  of  Georgia  and  appoint- 
ed by  the  Governor,  and  one  member  nominated  by  the 
Farmer's  Union  of  Georgia,  and  appointed  by  the  Gov- 
ernor. Through  death  or  removal  from  office  of  any 
one  of  said  Commissioners,  a  successor  shall  be  appoint- 
ed by  the  Board  for  the  unexpired  term.  The  Commis- 
sioners appointed  shall  serve  for  a  term  of  five 
years.  Said  Commisioners  appointed  shall  serve 
without  compensation,  but  shall  be  reimbursed  for 
all  necessary  expenses.  A  majority  of  said  com- 
missioners shall  constitute  a  quorum  for  the  trans- 
action of  business  and  the  Commissioners  shall 
employ  a  secretary  and  such  other  clerks  as  may  be 


necessary  to  keep  their  minutes  and  entries  of  all  orders, 
regulations,  and  transactions  of  said  commissioners,  in 
a  book  or  books  to  be  kept  for  that  purpose,  which  said 
minutes  and  entries  shall  be  submitted  to  the  inspection 
of  any  person  or  persons  who  shall  desire  to  see  and 
pursue  the  same.  Said  Board  shall  elect  out  of  its  own 
numbers  a  President,  a  Vice-President,  a  Secretary, 
whose  duties  shall  be  those  usual  to  such  officers.  Said 
Board  shall  meet  at  regular  sessions,  not  less  than  once 
a  month,  and  at  such  other  time  as  the  "President  of  the 
Board  shall  convene  them,  or  on  written  request  of  three 
members. 

SEC.  2.  Be  it  further  enacted  by  the  authority  afore- 
said, that  said  Board  shall  have  the  power  and  authority 
to  have  made  any  and  all  surveys,  maps  and  drawings  of 
all  ports  and  terminals  facilities  as  they  exist,  and  may 
hereafter  exist  in  and  along  the  Atlantic  coast  of  the 
State  of  Georgia ;  also  to  examine  into  and  ascort  in  the 
immediate  and  prospective  tonnage,  and  the  character 
of  the  same  that  moves  or  may  hereafter  move  by  way  of 
such  port  and  trminal  facilities. 

SEC.  3.  Be  it  further  enacted  by  the  authority  afore- 
said, That  said  Board  shall  examine  into  cause  to  be 
made,  a  survey  of  the  warehouses  and  storage  facilities 
as  in  their  opinion  may  seem  needful  for  the  purpose  of 
stowing  merchandise  and  farm  products,  and  the  market- 
ing facilities  as  they  exist  and  any  and  all  investiga- 
tions tending  toward  development  of  such  shipping,  stow- 
ing and  marketing  facilities  as  the  Board  may  deem  need- 
ful to  the  best  interest  of  the  people  of  Georgia.  It  shall 
be  the  duty  of  this  Board  to  report  at  the  next  session 
of  the  Legislature  their  findings  with  recommendations 
as  to  the  future  course  to  be  pursued;  provided  for 
carrying  out  the  aforesaid  purpose  the  Bureau  of 
Markets  shall  pay  an  amount  not  to  exceed  the  expenses 
of  the  Board  members,  the  salary  of  the  Secretary  and 
cost  of  experts  deemed  essential  to  the  effective  gather- 
ing of  information  needful  to  the  Board. 


SEC.  4.  Be  it  further  enactd  by  the  authority  afore- 
said, That  all  laws  and  parts  of  laws  in.  conflict  with  this 
Act  be  and  the  same  are  hereby  repealed. 

The  Harbor,  Port  and  Terminal  Commission  was  or- 
ganized as  follows : 

HON.  THOMAS  W.  HARDWICR, 

Governor. 
HON.  C.  H.  KITTRELL, 

Vice-President. 
HON.  S.  G.  McL/ENDON, 

Secretary  of  State,  Pres. 
J.  J.  BROWN, 

Commissioner  of  Agriculture. 
W.  B.  BAKER, 
Miss  MYRTLE  WHITE, 

Secretary. 

In  March  1922,  the  Harbor  Commission  engaged  the 
writer  to  Report  on  the  possibilities  and  advisability  of 
Port  Development  on  the  Georgia  Coast. 

The  instructions  of  the  Harbor  Commission  to  the 
Consulting  Engineer,  given  at  Atlanta,  on  March  23d, 
and  24th,  was  that  the  Harbors  of  St.  Mary's,  Bruns- 
wick and  Savannah  should  be  examined.  The  explicit  de- 
sire to  the  Commission  was,  that  they  be  advised  which 
is  the  best  Port  on  the  Coast  of  Georgia,  at  which  to  con- 
struct State  owned  Terminals,  but  also  just  the  best  loca- 
tion at  the  best  Port;  and  that  not  only  the  properties 
offered  should  be  examined  but  also,  any  other  which 
could  be  found. 

The  Report  resulting  from  the  examination,  was  pre- 
sented to  the  full  Board  of  the  Harbor,  Port  and  Termi- 
nal Commission,  on  March  14th,  1922,  the  Hon.  Thomas 
W.  Hardwick,  Governor,  being  present,  and  the  meeting 
being  presided  over  by  the  President,  Hon.  S.  G.  Mc- 
Lendon,  Secretary  of  State. 

After  exhaustive  consideration,  the  following  resolu- 
tion was  adopted: 

7 


Whereas,  the  Consulting  Engineer,  Mr.  F.  W.  Cowie, 
has  rendered  his  report  on  the  prospective  location  of 
the  proposed  State  Terminal,  and  same  is  favorable  to 
Savannah,  provided  that  certain  designated  property  is 
given  free  to  the  State,  to  be  used  by  the  State  for  a  ter- 
minal site,  or  favorable  to  Brunswick  in  the  event  this 
site  is  not  available,  and, 

Whereas,  the  State  Port  Terminal  and  Harbor  Com- 
mission has  not  the  available  fund  with  which  to  carry 
on  further  investigation  as  to  the  feasibility  of  the  State 
Terminals, 

Be  It  Resolved,  That  if  the  City  of  Savannah  will 
furnish  this  site,  and  also  the  further  survey  and  the 
necessary  plans  drawn  in  keeping  with  the  results  of  that 
survey,  in  order  that  the  complete  proposal  may  be  pre- 
sented by  the  Commission  to  the  next  session  of  the 
Georgia  Legislature,  and  if,  after  this  survey  is  ocm- 
pleted,  and  a  recommendation  of  State  Owned  Terminals 
seems  financially  justified  from  the  viewpoint  of  the  cre- 
ation and  conservation  of  the  resources  of  the  producer, 
and  prospective  superior  market  facilities,  and  from 
revenues  coming  from  other  states  as  the  result  of  supe^ 
rior  coastal  concentration,  loading  and  shipping  facili- 
ties, the  Commission  will  recommend  that  the  Terminals 
be  built  at  Savannah. 

The  City  of  Savannah  has  carried  out  that  part  of  the 
obligation  contained  in  the  above  resolution  and  the 
Report  to  the  State  Port  Terminal  Project  at  Savannah, 
is  herewith  submitted. 

FREDERICK  W.  COWIE. 
July  15,  1922. 

April  15th,  1922. 

COL.  S.  G.  MCLENDON,  Pres., 

Harbor,  Port  &  Terminal  Commission, 

Atlanta,  Ga. 

Dear  Mr.  McLendon: 

Please  receive  herewith,  report,  in  duplicate,  on  the 
survey  and  physical  examination  of  the  Coastal  Ports  of 

8 


Georgia,  and  on  the  vital  questions  leading  up  t»  the 
recommendations  and  conclusions  therein  submitted. 

It  has  been  very  gratifying  to  me  to  meet  with  such 
cordial  reception  from  the  Governor  (  yourself,  and  the 
members  of  your  Commission. 

It  is  with  very  great  pleasure,  on  the  eve  of  my  re- 
turning home,  to  tender  to  the  Commission,  so  ably  pre- 
sided over  by  yourself,  my  very  sincere  thanks  for  the 
very  important  work  they  so  kindly  intrusted  me  with. 
Believe  me,  Sir, 

Yours  faithfully, 

FEEDEEICK  W.  COWIE, 

Consulting  Engineer. 
Montreal  address: 
191  The  Boulevard, 
West  Mount,  Montreal,  Canada. 

FOREWORD. 

In  so  short  a  time  it  has  not  been  possible  to  make  a 
comprehensive  study  of  either  the  physical  conditions, 
the  commercial  details,  or  a  financial  analysis  of  the  many 
problems  involved  in  one  of  the  most  vital  of  modern 
transportation  units,  the  Port. 

The  trained  investigator,  experienced  in  the  design, 
construction  and  operation  of  successful  ports,  and  know- 
ing why  success  and  why  failure,  may',  however,  place  all 
the  facts  presented,  the  conditions  observed  and  the  offi- 
cial documents  available  into  a  crucible,  and  apply  the 
test  necessary  to  decide  as  to  purity  or  imperfection. 

At  first  glance,  a  solution  of  the  port  problem,  to  an 
absolutely  impartial  mind,  appeared  to  be  simple ;  it  was 
only  necessary  to  apply  the  same  test  to  the  information 
relating  to  the  three  coastal  ports,  and  o  know  by  actual 
results,  if  any  or  all  three  fulfilled  the  test,  and  which 
resulted  in  the  richest  crystal. 

The  ports  were  all  examined,  by  direction,  with  every 
attention.  Every  care  was  exercised,  every  angle  viewed, 

9 


and  each  demonstration  listened  to,  for  silent  criticism 
and  consideration. 

The  views  and  opinions  and  observations  of  city  offi- 
cials, shipping  men,  railway  experts,  commercial  inter- 
ests, government  and  city  engineers,  practical  operators, 
navigators,  fishermen,  farmers  and  other  producers,  and 
of  the  splendid  Boards  of  Trade,  were  heard  and  noted. 

Practically  four  days  were  given  to  a  physical  exam- 
ination of  each  port.  The  arrangements  made  by  the 
different  Port  Committees  and  organizations,  for  a  thor- 
ough investigation,  were  in  each  case  perfect. 

As  a  knowledge  of  the  vast  interests  directly  and  indi- 
rectly at  stake,  of  the  magnificent  vision  of  the  possibili- 
ties opened  up,  of  the  local  anxiety  for  preferment  or  the 
wrecking  of  hopes,  there  was  only  one  method  of  proce- 
dure, with  a  prayer  to  God  for  wisdom. 

The  decision  must  be  based  upon  what  could  be,  without 
question,  the  most  careful  summing  up  of  convincing 
facts,  and  decisive  arguments,  and  an  absolutely  impar- 
tial judgment. 

A  study  of  transportation  conditions,  of  production 
possibilities,  of  urgent  requirements  and  of  the  possible 
aid,  direct  and  indirect,  which  a  modern  ocean  terminal 
would  result  in,  could  not  fail  but  give  a  vision  of  com- 
mercial enrichment,  of  distinctly  beneficial  aid  to  farmers 
and  other  producers,  of  increased  and  new  efforts,  of 
better  methods  of  collecting,  caring  for,  selling  and  ship- 
ping of  exports  and  imports ;  and  finally  of  an  expanding, 
rich  and  contented  port  city  in  a  few  years,  of  a  half  of 
a  million  inhabitants ;  as  a  result  of  concerted,  vigorous 
and  insistent  efforts,  as  exemplified  by  the  ports  of  Ham- 
burg, Manchester,  Montreal,  Seattle,  Baltimore  and  New 
Orleans. 

PRODUCTION. 

The  wealth,  and  most  of  the  gold  in  the  world,  is  now 
in  the  United  States. 

10 


Foreign  countries  may  not  be  able  to  pay  for  much  de- 
sired American  exports  now.  They  must  have  them  soon, 
and  they  must  find  a  credit  for  a  few  years  until  they  are 
able  to  pay. 

In  the  meantime,  how  can  the  United  States  use,  to 
ultimate  advantage,  her  vast  reserves  of  wealth.  Obvi- 
ously by  preparing  for  new  conditions,  and  by  increasing 
production. 

The  World  War  is  over.  The  race  for  naval  suprem- 
acy is  over.  Railroad  building  is  sufficient  for  the  pres- 
ent. Ship  building  has  reached  and  extended  beyond  the 
limit  of  requirement.  Manufacturing  is  not  yet  stable. 
Labor  is  dissatisfied.  Production  is  not  attractive. 

Production,  increased  production,  and  more  attractive 
conditions  for  production,  must  be  made  possible. 

Hydro-electric  power,  or  power  from  oil  or  coal,  must 
be  made  cheap,  and  distributed  through  the  country  in 
ample  supplies. 

How,  therefore,  can  production  be  made  successful? 

(1)  Statesmen  must  give  it  the  necessary  legislation. 

(2)  Capital  must,  with  wisdom,  etxend  the  required 
credits. 

(3)  Science  must  devise  new  processes,  new  methods, 
skillful  attention,  and  united  effort,  the  competition  of 
cheap  foreign  wages. 

(4)  Science  must  devise  new  processes,  new  emthods, 
new  articles,  new  machinery  and  new  applications  of  our 
natural  resources  for  the  uses  of  man. 

(5)  The  attractions  of  the  city  must  be  made  available 
or  neutralized  by  others  equally  enticing,   and  educa- 
tional privileges  provided,  so  that  in  distant  places,  farm- 
ers, miners,  and  all  producers,  with  their  families,  may 
not  desire  to  rush  to  the  city. 

(6)  Transportation  must  be  made  satisfactory,  and 

11 


as  economical  as  possible,  so  that  the  farmer  may  get  the 
full  benefit  of  his  productive  efforts. 

(7)  Products  must  be  so  handled  and  taken  care  of 
that  they  may  command  the  highest  prices. 

(8)  Selling  must  be  effected  at  a  fair  cost,  so  that  the 
producer  and  also  the  consumer,  may  share  the  profits 
and  live  more  cheaply. 

(9)  Health  and  strength  must  be  conserved  and  main- 
tained. 

To  sum  up,  co-operation  of  all  branches  of  society,  is 
insistently  required  to  aid  production. 

Of  the  nine  enumerated  influences  in  favor  of  produc- 
tion :  6,  7  and  8  would  be  distinctly  and  materially  aided 
by  a  successful  State  of  Georgia  Ocean  Terminal. 

(6)  Transportation  would  not  only  aid  the  farmer 
and  other  producers ;  it  would  benefit  the  consumer  when 
purchasing  the  necessities  of  life ;  and  it  would  enrich  the 
line  of  route  by  a  distribution  of  transportation  tolls  and 
profits. 

(7)  A  modern  terminal  with  its  organiaztion  working 
in  the  interests  of  the  people  would  see  that  the  country's 
products  were  received,  hnadled  carefully,  cheaply,  with 
low  insurance  rates,  and  in  their  best  interests. 

(8)  The  modern  Ocean  Terminal  is, a  central,  compre- 
hensive, co-ordinated  depot  for  collection,  storage,  hand- 
ling, preserving  and  taking  care  of  goods  by  ship  from  all 
parts  of  the  world  on  the  one  hand,  and  by  railway,  motor 
truck  or  vessel  from  the  centres  of  production  in  the 
tributary  interior,  on  the  other. 

Where  better  storage,  exhibition,  sales,  repacking  and 
reshipmeiit,  than  from  a  modern  State  Terminal  designed 
for  such  purposes  ? 

A  COASTAL  PORT  FOE  GEORGIA. 

The  trained  observer  of  physical  conditions,  the  in- 
vestigator who  may  obtain  truth  from  statistics,  the 

12 


public-spirited  citizen  who  offers  his  services  for  his  coun- 
try ?s  good,  and  the  engineer  who  is  experienced  in  the 
design,  construction  and  operation  of  successful  port 
terminals,  are  invited  to  carefully  study  the  map. 

"Peering  in  Maps,  for  Ports,  and  piers,  and 
roads. ' ' — Shakespeare. 

The  coast  of  Georgia,  heaven  knows  it  is  rich  in 
romance  and  history,  but  the  observer,  the  investigator, 
the  public-spirited  citizen,  and  the  engineer,  see  other 
things. 

They  observe  the  North  Atlantic,  with  rich,  prosper- 
ous, and  successful  ports,  at  frequent  intervals  along  the 
coast  between  Baltimore  and  Montreal.  They  see  the 
Gulf  of  Mexico,  with  growing  and  prosperous  ports. 
They  then  compare  this  with  the  coast  line  from  Balti- 
More  to  Florida,  where  there  is  no  actiev  effort  at  com- 
prehentive  port  development. 

The  Port  of  Montreal  is  advancing  by  leaps  and 
bounds. 

New  York  and  New  Jersey  are  spending  untold  mil- 
lions in  the  doubtful  effort  of  holding  their  own  against 
the  St.  Lawrence  route. 

The  scheme  which  Baltimore  is  embarking  on,  will 
involve  about  forty-five  million  dollars. 

New  Orleans  State  and  port  has  spent  and  is  spending 
as  much  or  more. 

These  are  all  in  the  nature  of  national  ports. 

Why  these  successful  ports! 

Monteal  has  the  East  and  West  tansportation  of  Can- 
ada, and  is  drawing  a  large  share  of  business  from  the 
Northwestern  States. 

New  York,  with  her  splendid  city;  her  capital;  her 
commercial  organization ;  and  the  network  of  continental 
railroad  lines,  to  and  from  the  Northern,  Western,  Mid- 
dle and  New  England  States;  is  in  an  intrenched  posi- 
tion. 

13 


Baltimore,  is  however,  cutting  into  one  side  of  New 
York's  territory,  as  Montreal  is  the  other. 

New  Orleans  is,  by  man's  effort,  aiding  the  physical 
resouces  of  nature. 

Now  a  port  to  be  financially  successful,  must  be  com- 
prehensive, so  as  to  attract  not  only  local  but  world- wide 
commerce  and  shipping.  For  one  State,  even  Georgia, 
relying  on  State  business  alone,  the  vision  of  a  successful 
competitor  to  Montreal,  New  York,  Baltimore  or  New 
Orleans,  may  obviously  be  dismissed.  But  for  a  com- 
prehensive port  on  the  coast  of  Georgia,  there  are,  in 
addition  to  Georgia  business,  the  productive  interior 
areas  tributary,  including  the  western  half  of  the  two 
Carolinas,  Alabama,  Tennessee  and  Kentucky,  in  all, 
equal  to  five  States,  and  sufficient  for  a  great  world's 
port.  Georgia  would,  therefore,  reap  not  only  the  benefits 
of  a  terminal  required  for  State  necessities  but  wolud 
have  a  large  share  of  the  cost*  paid  by  the  tolls  on  trans- 
portation to  and  from  these  interior  States. 

In  fact,  the  immense  area,  tributary  to  a  Georgia  port, 
may  be  measured  by  boundaries  running  through  Colum- 
bia, Cincinnati,  Indianapolis,  St.  Louis,  Cairo,  Birming- 
ham, Montgomery  and  Columbus. 

Executives  -of  the  great  transportation  system  and 
practical  railway  operators,  have  been  asked  and  have 
given  detailed  information,  backed  up  by  experience, 
rates  and  personal  knowledge. 

The  following  letter,  from  Mr.  C.  H.  Kerr,  Assistant 
Freight   Tra__c   Manager,    Southern   Railway    System, 
speaks  for  itself : 
MR.  F.  W.  COWIE,  Consulting  Engineer, 

Harbor,  Port  and  Terminal  Commission, 

Atlanta,  Ga, 
Dear  Mr.  Cowie : 

In  line  with  our  several  conferences  and  your  letter  of 
the  llth,  I  am  giving  you  below  in  a  general  way  the  rate 
situation  as  applied  to  export  traffic  to  Georgia  and  other 
South  Atlantic  ports  as  compared  with  Eastern  ports, 
as  well  as  gulf  ports. 

14 


Export  Rates  to  South  Atlantic  Ports — General  From 
Ohio  River  Crossings — Concinoiati,  Louisville,  Evans- 
riUr,  Cairo  and  St.  Louis — Nashville,  Memphis,  etc. 

COMMODITIES — GENERAL. 

The  rates  generally  from  Ohio  Eiver  Crossings,  such 
as  Cincinnati  and  Louisville  to  South  Atlantic  Ports 
(which  includes  Brunswick  and  Savannah)  are  the  same 
as  to  Baltimore  and  Norfolk  and  lower  than  to  Philadel- 
phia and  New  York  and  are  the  same  as  or  less  than  to 
Gulf  Ports.  From  Evansville,  Cairo,  St.  Louis,  Nash- 
ville and  Memphis  to  South  Atlantic  Ports  they  are  gen- 
erally lower  than  to  Baltimore  but  higher  than  to  Gulf 
Ports.  This  basis  has  been  in  effect  for  a  number  of 
years  and  it  will  be  the  purpose  of  the  Southern  Railway 
to  continue  this  basis  in  effect. 

In  other  words  South  Atlantic  Pots  have  an  advantage 
over  New  Orleans  and  Mobile  on  traffic  from  Cincinnati 
and  Louisville,  whereas  from  Evansville,  Cairo,  Nash- 
ville and  Memphis,  New  Orleans  and  Mobile  have  an  ad- 
vantage over  South  Atlantic  Ports,  but  from  all  of  these 
gateways  the  rates  to  South  Atlantic  Ports  are  as  low  as 
to  any  North  Atlantic  Port  and  lower  than  to  Philadel- 
phia, New  York  and  Boston. 

FROM    CENTRAL   FREIGHT  ASSOCIATION    TERRITORY. 

Classes  and  Commodities  (exoept  Grain — General. 
From  points  in  Central  Freight  Association  Territory, 
which  includes  practically  all  of  Ohio,  Indiana,  Illinois 
(except  Ohio  River  Crossings  already  dealt  with)  and 
Michigan,  there  are  through  rates  published  to  South 
Atlantic  Ports  and  Gulf  Ports  the  same  as  rates  fron: 
that  territory  to  New  York.  This  basis  has  been  in  effect 
since  1919  and  should  enable  South  Atlantic  and  Gulf 
Ports,  so  far  as  rates  are  concerned,  to  compete  with 
North  Atlantic  Ports. 

Rates  on'E<xport  Grain — Carload. 

From  Cincinnati  and  Louisville  to  South  Atlantic 
Ports  the  rates  on  Grain  ofr  export  are  the  same  as  to 

15 


Baltimore,  i.  e.,  26  cents  per  hundred  pounds,  and  from 
Evansville,  Cairo  and  Nashville  the  rates  to  South  At- 
lantic Ports  are  substantially  less  than  to  Baltimore  or 
Norfolk  and,  of  course,  less  than  to  Philadelphia,  New 
York  or  Boston. 

From  Cincinnati  and  Louisville  the  rates  to  South  At- 
lantic Ports  are  also  less  than  to  Gulf  Ports,  but  from 
Evansville,  Cairo,  Nashville,  St.  Louis  (reshipping  rates 
from  St.  Louis)  and  Memphis  the  rates  to  Gulf  Ports  are 
somewhat  lower  than  to  South  Atlantic  Ports.  For  ex- 
ample :  Reshipping  rate  from  St.  Louis  to  South  Atlantic 
Ports  is  25  cents  and  to  Gulf  Ports  18  cents,  whereas  from 
St.  Louis  proper  rate  to  South  Atlantic  Ports  is  the 
same  as  to  Baltimore  or  Norfolk,  i.  e.,  32^2  cents  or  1.y2 
cents  less  than  to  New  York. 

From  Chicago  proper  and  other  points  on  the  Chicago, 
Indianapolis  &  Louisville  Railway,  the  rates  to  South 
Atlantic  Ports  and  Gulf  Ports  on  export  grain  carload 
are  the  same  as  to  New  York  City,  i.  e.,  30 y2  cents  per 
hundred  and  the  reshipping  rate  on  grain  from  Chicago 
to  South  Atlantic  and  Gulf  Ports,  which  would  apply  on 
grain  'originating  beyond  Chicago,  is  substantially  less 
than  the  rates  to  Baltimore,  Norfolk  or  New  York  and 
the  same  as  the  Gulf  Ports.  From  other  points  in  Central 
Freight  Association  Territory  rates  on  grain  to  South 
Atlantic  and  Gulf  Ports  are  made  on  Ohio  River  combi- 
nation which  results  in  total  rates  somewhat  higher  in 
most  instances  than  from  the  same  points  to  Baltimore  or 
New  York. 

From  Memphis  proper  the  rate  on  gain  to  South  At- 
lantirc  Ports  is  1  cent  less  than  to  Baltimore  and  4j^ 
cents  less  than  to  New  York  and  the  reshipping  rate  from 
Memphis  applicable  on  traffic  from  beyond  to  South 
Atlantic  Ports  is  very  substantially  less  than  to  Balti- 
more or  other  Eastern  Ports  or  Gulf  Ports. 

In  order  that  you  may  have  some  specific  figures  on 
export  grain  rates  from  the  various  poducing  and  reship- 
ping points,  I  am  indicating  below  a  list  of  such  rates : 

16 


6 


^ 


PQ 


8 

X 


ssss 


•* 

CO 


<N  <M  CO  CO  CO        CO 


CO  CO  CO  <M         CO 


I  ^ 


O5         00 
(N        CO 


Oi 
(N 


<M 
<M 


a  1  1  g 


w 
3 

I 

& 


17 


From  the  above  it  will  be  seen  that  from  such  impor- 
tant points  as  Ohio  River  crossings  and  from  territory 
basing  thereon,  South  Atlantic  Ports  are  on  a  parity 
with  Baltimore  or  Norfolk  and  on  a  lower  basis  than 
Philadelphia,  New  York  or  Boston. 

From  Central  Freight  Association  Territory  on  classes 
and  commodities  generally  South  Atlantic  Ports  are  on  a 
parity  with  New  York  but  on  export  grain  carload  this 
is  true  only  as  to  Chicago  and  other  points  on  the  Chi- 
cago, Indianapolis  &  Louisville  Railway. 

From  St.  Louis  proper  the  rates  on  traffic  generally, 
including  grain,  to  South  Atlantic  Ports  are  the  same  as 
to  Baltimore  and  Norfolk  and  slightly  less  than  to  New 
York  but  the  reshipping  rates  on  grain  from  St.  Louis 
and  on  grain  from  Nashville,  Cairo,  Evansville  and  Mem- 
phis proper  the  rates  to  South  Atlantic  Ports  while  sub- 
stantially less  than  to  Baltimore  and  other  North  At- 
lantic Ports,  are  somewhat  higher  than  to  Gulf  Ports. 

The  above  does  not  take  into  account  the  territory 
south  of  the  Ohio  and  east  of  the  Mississippi  (except 
Nashville)  from  which  the  rates  generally  to  South  At- 
lantic Ports  are  as  low  as,  or  lower,  than  to  Gulf  Ports 
and  of  course  substantially  lower  than  to  North.  Atlantic 
Ports.  This  includes  most  of  the  cotton  producing  terri- 
tory, as  well  as  lumber  and  other  manufactured  articles, 
particularly  iron  and  steel  from  Macon,  Atlanta,  Chatta- 
nooga, Knoxville,  etc. 

Yours  truly, 
(Signed)  G.  H.  KERR, 
Asst.  General  Traffic  Manager. " 

A  fund  of  valuable  and  illuminating  information  was 
received  from  the  Bureau  of  Foreign  and  Domestic  Com- 
merce, and  the  Bureau  of  Crop  Estimates;  through  the 
kind  attention  of  Honorable  William  J.  Harris,  United 
States  Senator,  from  Georgia, 

Figures  of  Exports,  excellent  as  the  showing  is,  are, 
however,  too  misleading  to  be  quoted.  The  Coastwise 

18 


Ships  from  Georgia  Ports,  as  stated,  to  average  one  every 
day,  carrying  immense  shipments  to  New  York  and 
Boston,  Baltimore  and  Philadelphia,  to  which  Ports  the 
exports  are  credited. 

From  a  careful  study  of  official  statistics,  figures  of 
production  offers  a  very  striking  view  of  the  possibilities 
of  important  commerce  through  an  Economic  and  satis- 
factory Georgia  Coastal  Port,  if  constructed. 

Approximate  average  production  figures  may  be  given 
of  the  States  more  or  less  tributary  to  a  Georgia  Port',  as 
follows : 

Corn  (bushels)   750,000,000 

Cotton  (bales) 3,500,000 

Tobacco    (Ibs.)    100,000,000 

Peanuts   (bushels)   4,000,000 

Eggs  (dozen)  400,000,000 

Fowls 125,000,000 

Cattle    5,000,000 

Sheep    , 1,500,000 

Swine   , 8,000,000 

This  area  is  also  immensely  rich  in  Coal,  Iron  ore, 
Marble,  Shales,  etc. 

In  water-powers,  however,  there  is  one  of  the  brightest 
hopes  of  the  Southeastern  States. 

Georgia,  Alabama  and  Tennessee  alone,  will  be  able  to 
supply  Hydro-Electric  Power  sufficient  to  develop  many 
industries  which  find  cheap  coal  no  longer  available. 

Summing  up,  there  is  every  reason  to  convince  the 
people  of  Georgia,  that  their  action  in  taking  up  the  ques- 
tion of  a  Coastal  Port,  is  not  only  sound,  but  it  is  well 
timed. 

The  Port  of  St.  Marys. 

According  ta  arrangements  made  by  the  President, 
Colonel  McLendon,  I  made  an  inspection  of  the  Georgia 
Coastal  Port  District  of  St.  Marys,  from  March  25th,  to 
28th,  inclusive. 

19 


The  Hon.  J.  T.  Vocelle,  Secretary  of  the  Board  of 
Trade;  J.  H.  Becker,  Mayor;  Mr.  J.  S.  N.  Davis;  and 
others,  gave  every  facility  for  the  obtaining  of  complete 
information. 

A  more  beautiful  town,  or  one  more  full  of  delightful 
historical  traditions,  it  has  never  been  my  good  fortune 
to  visit. 

From  business  men,  from  farmers,  from  practical 
navigators,  and  from  the  ' '  oldest  inhabitant, ' '  there  was 
one  unanimous  view-point,  viz :  that  St.  Marys  had  the 
best  harbor,  the  best  channel  from  the  sea,  the  best 
climate  and  the  best  future  possibilities  of  any  of  the 
South  Atlantic  United  States  Ports. 

In  the  report  of  the  Chief  of  Engineers,  U.  S.  Army, 
1921,  St.  Marys  is  designated  "St.  Marys  River." 

The  entrance  from  the  Ocean  is  described  in  the  report 
on  Fernandina  Harbor. 

It  is  twenty- two  and  one -half  (22j^)  Statute  miles 
North  of  the  entrance  to  Jacksonville  Harbor,  Florida, 
and  ninety-five  (95)  Statute  miles  south  of  the  entrance 
to  Savannah  Harbor,  Georgia. 

The  existing  project  provides  for  the  outer  bar  a  nine- 
teen (19)  foot  channel  at  mean  low  water  by  means  of 
twin  Jetties,  supplemented  by  dredging. 

From  the  standpoints  of  navigation,  and  possible  chan- 
nel improvements,  a  harbor  at  St.  Marys  would  have  ex- 
cellent recommendations.  The  first  cost  for  a  deep  water 
entrance  would  be  considerable,  but  maintenance  would 
be  reduced  to  a  minimum.  The  present  harbor  and  the 
existing  structures  and  facilities,  would  not  be  of  any 
value  in  connection  with  a  State  Ocean  Terminal. 

In  measuring  how  St.  Marys  comes  up  to  the  require- 
ments of  a  State  Coastal  Terminal,  we  must  consider : 

(1)    Competition  of  Other  Ports. 

The  nearest  rival  of  St.  Marys  is  Fernandina.  It  is 
true  Fernandina  is  not  a  Port  of  Georgia.  The  general 
economic  situation  must,  however,  be  faced.  Fernandina 

20 


is  a  going  Ocean  Port,  with  an  established  United  States 
Quarantine  Station,  with  docks,  excellent  shipping  facili- 
ties, and  with  good  connections  from  Georgia.  From  the 
Ocean  the  approach  is  also  even  better  than  to  St.  Marys. 

The  proposed  Atlantic  to  the  Gulf  Canal,  projected  to 
connect  the  Cumberland  Sound,  via  the  St.  Marys  River, 
and  the  Okefenokee  Swamp  with  St.  Marks  on  the  Gulf 
of  Mexico,  has  been  cited  by  those  interested  in  St.  Marys. 

' '  It  would  secure  a  protected  waterway  for  Barge 
transportation  from  the  Atlantic  to  the  Gulf." 
1  i  St.  Marys  would  be  the  Ocean  Port. ' ' 

If,  on  the  other  hand,  the  Canal  were  built  as  a  Ship 
Canal,  rather  than  as  a  Barge  Canal  only,  if  undertaken, 
as  it  logically  should  be,  would  it  benefit  either  St.  Marys 
or  Fernandina?  Rather  Mobile,  New  Orleans  and  Gal- 
veston  would  reap  the  advantage,  as  Ships  from  these 
Ports  would  go  through  without  stopping. 

(2)  Railway  Transportation. 

In  Continental  Transportation,  the  United  States  rail- 
ways have  110  equal  in  the  World.  The  most  far-seeing, 
the  most  astute,  the  most  courageous  and  the  most  skillful 
minds  in  the  world  have  projected  and  built  railways, 
even  possibly  beyond  the  safe  economic  limit,  in  competi- 
tive efforts  for  securing  business.  The  railways  have  up 
to  the  present,  however,  shown  no  serious  attraction  for 
St.  Marys  as  a  Coastal  Railway  Terminal. 

(3)  Location. 

Point  Peter  physically,  would  offer  an  excellent  site 
for  a  great  Ocean  Terminal.  There  is  timber  on  the 
Government  Reserve  to  aid  in  Port  Construction,  and 
in  the  building  of  a  new  city.  The  distance  from  the 
present  town  to  the  centre  of  such  a  Terminal,  would  be 
approximately  three  imles  by  the  best  route  available. 
St.  Marys  possibly  would  be  the  residential,  but  is  too  far 
to  be  the  business  centre  of  a  Point  Peter  Terminal. 

21 


(4)     The  Port  City. 

There  have  been  instances  of  a  small  town  being 
transformed  into  an  important  commercial  centre  by 
exclusive  or  transcendent  advantages. 

It  cannot  be  claimed,  however,  that  St.  Marys  offers 
advantages  such  as  would  warrant  the  State  of  Georgia 
entering  upon  a  project  of  such  doubtful  commercial 
advantage,  when  there  are  other  Ports  in  Georgia  which 
have  the  population,  the  financial  power,  the  commercial 
influence,  the  attraction  to  shipping,  and  the  favorable 
influence  of  the  railway  interests. 

THE  PORT  OF  BRUNSWICK. 

The  inspection  of  the  Brunswick  Port  Terminal  situa- 
tion was  made  from  March  29th  to  April  1st,  inclusive. 

The  interest  which  the  citizens  of  Brunswick  and  her 
commercial  business  organizations  evince  in  the  State 
Port  and  Terminal  Project,  may  be  appreciated  by  their 
splendid  co-operation  in  connection  with  the  compre- 
hensive survey  and  study  of  the  physical  and  vital  ques- 
tions involved. 

The  Board  of  Trade  is,  in  its  personnel;  in  its  officers; 
in  its  efficient  management  and  in  its  cordial  co-opera- 
tion, beyond  compare. 

From  the  Banker  and  Shipping  Merchant,  to  the 
Stevedore  and  Pilot,  every  assistance  was  freely  given. 

A  magnificent  Yacht  was  placed  at  the  service  of  the 
Committee,  for  the  inspection.  From  the  Bar  to  the  con- 
necting Inland  Navigation  Rivers,  to  every  improved 
Port  Facility,  and  to  every  unimproved  available  site, 
observation  trips  were  taken. 

Shipping  men  were  present,  men  of  success  and  repu- 
tation, to  give  their  views ;  Railway  Experts  to  give  in- 
formation, engineers  to  explain  physical  and  construc- 
tive conditions;  Captains  to  give  navigation  explana- 
tions; and  Bankers,  Professional  men,  and  experienced 

22 


business  men  to  confer  and  make  clear  all  sides  of  the 
situation. 

The  United  States  Assistant  Engineer  gave  cordially, 
such  information,  both  as  to  navigation  and  constructive 
conditions,  as  requested. 

The  City  Engineer  and  Manager,  gave  facts  and  figures 
necessary  in  making  tentative  estimates. 

The  very  exhaustive  compilation  of  information,  in- 
cluding maps,  statistics  and  reports,  presented  by  the 
Brunswick  Board  of  Trade,  filed  with  the  Harbor,  Port 
and  Terminal  Commission,  is  a  work  of  most  praise- 
worthy excellence. 

The  Maps  and  Charts  presented,  together  with  the 
descriptive  matter,  is  worthy  of  special  comment : 

The  United  States  expenditures  on  improvements 
and  Maintenance,  and  Comparisons  between  Brunswick 
and  Savannah. 

Anchorage  Space  and  Safety  of  Ships  while  at  anchor. 

Extracts  from  Official  Documents : 

Brunswick  Situation  and  Activities. 

Brunswick's   Superior  Connections  with  Trunk  Line 

Railways  running  East  and  West. 
Brunswick  Harbor  Facilities. 

The  location  of  the  Atlantic  Refining  Co.,  in  Brunswick. 
Pilotage  and  Towage. 

Georgia's  Wonderful  Waterways  Systems. 
Distances. 
Rate  Adjustment. 
Export  Rates. 

Maps  Showing : 

Rail  Operative  Conditions. 

Tobacco. 

Naval  Stores  &  Lumber. 

Live  Stock  Production. 

Also  charts  showing  sites  in  the  vicinity  of  Brunswick, 

23 


offered  to  the  State  of  Georgia  for  a  Port  and  Terminal 
Project,  and  of  the  following  signed  offer : 

"If  the  State  requires  more  than  one  site  to  carry 
out  their  plans,  it  is  further  agreed  and  understood 
that  Brunswick  will  furnish  them  whatever  site  or 
sites  ther  require. ' ' 

(Signed)  C.  D.  OGG,  Mayor. 

J.  L.  ANDREWS,  Commissioner, 
M.  B.  McKINNON,  Commissioner. 

From  the  Annual  Eeport  of  the  Chief  Engineers,  U. 
S.  Army,  the  following  may  be  cited : 

BRUNSWICK  HARBOR,  GA. 

"  Location  and  Descriptions — Brunswick  Harbor 
entrance  is  70  statute  miles  south  of  entrance  to 
Savannah  Harbor,  Ga.,  and  25  statute  miles  north  of 
entrance  to  Fernandina,  Harbor,  Fla.  It  embraces 
the  improved  channel  across  the  bar,  St.  Simons 
Sound,  Brunswick  River,  East  River,  to  the  upper 
limits  of  the  icty,  and  Turtle  River  to  the  Southern 
Railway  Terminals;  also  that  portion  of  Academy 
Creek  used  by  shipping  interests.  Not  including  the 
bar  channel,  the  harbor  is  7  miles  in  length  and  300 
to  3,000  feet  in  width.  (See  U.  S.  Coast  and  Geodetic 
Survey  Chart  No.  12)." 

"Existing  Project:  This  provides  for  channels,  as 
following : 

27  feet  deep  and  500  feet  wide  through  the  bar; 
24  feet  deep  and  400  feet  wide  at  Brunswick  Point ; 
24  feet  deep  and  350  feet  wide  in  East  River  and 

Turtle  River ; 

24  feet  deep  and  150  feet  wide  in  Academy  Creek; 
and  a  cut  from  Academy  Creek  to  Turtle  River; 
if  later  decided  advisable. 

All  depths  are  referred  to  mean  low  water.  The 
mean  tidal  range  on  the  bar  is  .3  feet,  and  at  the 

24 


City  of  Brunswick  7.0  feet  with  minor  fluctuations, 
due  to  wind  and  lunar  effects. ' ' 

"Conditions  at  End  of  Fiscal  Year:  The  existing 
porject  is  35  per  cent  completed.  Maintenance  dredg- 
ing has  been  necessary  to  take  care  of  shoaling.  The 
east  training  wall  and  spur  dike  are  in  good  condition. 
The  controlling  depths  and  dates  at  which  they  were 
determined  are  as  follows : 

Bar  24.4  feet,  June,  1921 ; 

Brunswick  Point,  24.0  feet,  March,  1921 ; 

East  River,  21  feet,  May,  1921; 

Academy  Creek,  21  feet,  June,  1921; 

Lower  Turtle  River,  22.2  feet,  aMy,  1921 ; 

Middle  Turtle  River,  24.6  feet,  December,  1920; 

Upper  Turtle  River,  23.6  feet,  October,  1920. " 


i  < 


Terminal  Facilities:  This  improvement  serves 
a  developed  water  front  of  about  3.6  miles,  including 
a  wharf  2,000  feet  long  at  the  Southern  Railway 
terminals  and  a  wharf  owned  by  the  Atlantic  Refin- 
ing Co.,  with  frontage  of  360  feet  on  Turtle  River  and 
excluding  dredged  docks.  All  wharves  are  of  the 
open  pile-and-timber  type  except  those  of  the  Atlanta, 
Birmingham  &  Atlantic  Railway  terminals,  which  are 
built  of  reinforced-concrete  piles  and  bulkhead,  with 
timber  superstructure.  Of  the  total  developed  front- 
age the  railroads  own  about  2  miles  (most  of  it  under 
lease  to  forwarding  agents),  and  private  individuals 
and  companies  about  1  mile.  The  City  of  Brunswick 
owns  and  maintains  two  small  municipal  wharves, 
225  linear  feet  of  undeveloped  frontage  and  the  foot 
of  all  city  streets,  though  she  controls  only  two  of 
them,  the  rest  having  been  leased  to  individuals  or 
corporations.  The  railroads  parallel  the  water  front 
and  serve  the  separate  wharves  by  spurs;  all 
wharves  except  the  Southern  Railway  terminals  have 
highway  or  street  connection.  None  of  the  wharves 
are  equipped  with  mechanical  unloading  devices  ex- 
cept those  owned  by  the  Southern  Railway  Company 

25 


and  the  Atlantic  Refining1  Company,  the  latter  wharf 
beink  equipped  with  a  pumping  station  for  the  dis- 
charge of  fuel  oil  from  ships. 

"One  dock,  about  1,800  feet  long,  was  dredged  at 
the  Atlanta,  Birmingham  &  Atlantic  Railway  termi- 
nals, but  owing  to  rapid  shoaling  these  terminals  have 
not  been  properly  maintained.  The  municipal  and 
railway  wharves  are  open  to  the  public  on  equal 
terms ;  all  others  are  exclusively  for  private  use. 
These  facilities  are  considered  ample  for  existing 
commerce,  but  it  is  considered  advisable  to  develop 
the  water-front  property  recently  acquired  by  the 
city  by  the  construction  of  a  municipal  wharf  open 
to  all  on  equal  terms." 

"Effect  of  Improvements:  The  commerce  for  the 
first  year  after  completion  of  the  1907  project  was  10 
times  in  tonnage  and  50  times  in  value  compared 
with  the  commerce  before  improvement.  A  reduc- 
tion in  ocean  freight  rates  followed  improvement, 
but  there  were  other  contributing  causes.  The  im- 
provement permitted  the  regular  line  of  coastwise 
steamers  to  enter  and  leave  the  port  regardless  of 
the  stage  of  tide." 

"Recommended  Modifications  of  Project-.    None." 
"Commercial     Statistics:       Comparative     state- 
ment of  commerce  for  the  last  five  years  is  as  follows : 


26 


2 
| 

PH 

OS  O  O  O  CO 
O  O  O  !>•  »—  I 
t>  O  O  CO  rj< 

<N  csi  laoaoo 

T—  1 

'o3 

1 

CO  CO  i—  I  O  CO 
C^l  O  CO  t>-  OS 
CO  ^5  O^  O^  CQ 

t^  CO  t^.  IO  C5 
CO  lO  iOl>  Tjn 

a 

1 

COT^  ^H  ^H^H 

T—  i  co  co  o  oo 

O--HOO  i-H<M 

O  <M  CO  O  O 
!>•  (M  l>«  O5  CO 
T^  CO  ^O  CO  t^» 

73 

1 

13 

> 

oo  oo  ^o  ^^  ^^ 

t>-  i—  i  CO  O  O 

t^  co  *a  c^  Tt< 

«&l-H  i—  1  Tfl  CO 
<M  i-H  Tt^ 

1 

s 

OQ 

a 

S 

^O  O  O  t^  l>- 

»O  (N  Tt<  O  O5 

^  ^"ss 

0 

3 

> 

O>  C*Q  CO  OO  O5 

i-H  O5  >-H  C^l  lO 

CO  OS  O  OO  OO 

!>.  lO  t>>  1C  OO 

O  1C  »O  t^  Tfi 

a 
£ 

>O  CO  iO  CO  O 

TP  oo  -^t1  o  co 

OO  T-H  CO  OO  OS 
CO  <M  1C  t^  CO 
Tfi  CO  1C  CO  t— 

1 

CO  l>  00  05  O 

I—  1  J—t  i—  1  r—  I  OJ 

OS  OS  OS  OS  OS 

r—  1  T-H  i—  <  rH  T—  1 

27 


From  the  Ocean  the  conditions  for  a  Port  looked 
exceedingly  good. 

The  location  in  connection  with  Railway  Systems  gave 
every  indication  of  a  successful  Ocean  Terminal  Project. 

Inland  and  Coastal  Navigation  possibilities  were 
worthy  of  consideration. 

The  City  Commercial  Status  was  good. 
Construction  conditions  were  found  to  be  excellent. 

Several  sites  for  State  Terminals  were  offered.  They 
were  inspected  and  tentative  schemes  laid  down  for 
study,  and  approximate  estimate,  viz:  A,  B,  B-2,  C  and 
D. 

Scheme  "C"  is  an  exceedingly  attractive  study.  It 
consists  of  a  Basin  adjoining  the  lower  portion  of  the 
City,  with  a  proposed  development,  to  begin  with.  On  the 
Main  Channel,  a  bulkhead  for  Liners.  Along  the  Basin, 
facilities  for  Special  and  General  Cargoes;  and  having 
the  inner  and  bulkhead  set  apart  for  a  grain  storage 
and  handling  system.  The  Elevator  would  have  belt  con- 
veyors to  all  berths.  There  would  be  transit  sheds  alter- 
nating with  open  berths.  There  would  be  special  tracks 
for  railway  specials.  There  would  be  warehouses  for 
cotton,  tobacco,  nuts,  etc.,  and  open  spaces  for  Naval 
Stores  and  non-perishable  freight.  There  ould  be  a 
cold  storage  plant,  with  ample  exhibition  auditoriums  for 
inspection  and  sales. 

The  site  offers  scope  for  every  essential  of  a  Port's  re- 
quirements. 

The  centre  of  the  State  Terminals  would  be  approxi- 
mately at  a  distance  of  only  one  mile  from  the  centre  of 
the  City.  The  City -offered  the  site,  with  rights-of-way, 
water,  police,  fire  protection,  and  with  additional  areas  as 
required  for  industrial  development  in  connection  with 
port  facilities. 

Scheme  "C"  at  Brunswick,  fulfilled  the  test  of  re- 

28 


quirements,  and  measured  up  to  the  standards  laid  down, 
and  would  be  worthy  of  recommendation,  if  nothing  bet- 
ter offered. 


THE  POET  OF  SAVANNAH. 

Before  leaving  the  North  to  visit  Georgia,  a  conference 
with  two  retired,  experienced  Sea-Captains,  resulted  in 
a  favorable  impression  of  the  Port  of  Savannah  as  a 
satisfactory,  and  well  established  Port  for  Foreign  Ship- 
ping and  Ships. 

The  physical  inspection  of  Savannah  Harbor,  occupied 
from  April  2nd  to  April  6th,  inclusive. 

Mr.  J.  F.  C.  Myers,  President  of  the  City  of  Savannah 
Board  of  Harbor  Commissioners,  was  the  gentleman, 
through  whose  kindness,  the  first  view  of  the  Port  of 
Savannah  was  seen. 

It  was  a  matter  of  very  good  fortune  taht  the  Vice- 
President  of  the  State  of  Georgia  Board  of  Harbor,  Port 
and  Terminal  Commission,  Hon.  C.  H.  Kittrell,  was  pres- 
ent during  the  first  inspection  of  the  Port  of  Savannah. 
His  presence  and  his  wise  counsel  was  greatly  appreciat- 
ed. 

The  Mayor,  the  President  of  the  Savannah  Harbor 
Commissioners,  the  U.  S.  Engineer  in  charge  of  the 
Savannah  District,  Aldermen,  the  President  of  one  of  the 
leading  banks  of  the  South,  the  President  of  one  of  the 
important  railways,  and  many  important  official  and 
commercial  representatives  of  Savannah,  were  the  hosts 
of  the  first  inspection  of  the  Harbor.  His  Honor,  Mayor 
Murray  M.  'Stewart,  gave  his  whole  time  and  attention  to 
the  survey  during  four  days.  He  instructed  the  City 
Engineer  to  prepare  location  plans  as  required.  He  per- 
sonally inidcated  the  possibilities  of  all  the  sites  from 
the  upper  end  of  the  Harbor  to  the  Wilmington  Island. 

29 


Savannah  Harbor,  Ga.  (x). 

"Location  and  Description:  This  harbor  is  from 
entrance  to  entrance  of  harbor  75  statute  miles  south 
of  Charleston  Harbor,  S.  C.,  and  70  statute  miles 
north  of  Brunswick  Harbor,  Ga.,  and  comprises  the 
lower  20  miles  of  the  Savannah  River,  Tybee  Knoll, 
Tybee  Eoads,  and  Tybee  Bar,  a  total  distance  of  27y2 
miles,  and  varies  in  width  from  600  to  1,800  feet." 

"Existing  Project:  This  provides  for  a  channel 
30  feet  deep  with  a  general  width  of  500  feet  from 
the  30  feet  contour  in  the  ocean  to  the  quarantine  sta- 
tion, 10.2  miles;  thence  26  feet  deep  with  a  general 
width  of  400  feet  to  the  Seaboard  Air  Line  Railway 
Bridge,  16  miles ;  and  thence  21  feet  deep  and  300  feet 
wide  to  the  foot  of  Kings  Island,  1.3  miles;  a  total 
length  of  27.5  miles  for  a  turning  basin  at  West 
Broad  and  Barnard  Streets  by  widening  to  26  foot 
channel  to  600  feet  and  an  anchorage  basin  oppo- 
site Fort  Oglethorpe  by  widening  the  26  foot  channel 
to  900  feet  and  installing  mooring  dolphins;  closing 
South  channel  by  a  rock  dam  1,100  feet  long  and 
dredging  a  channel  7  feet  deep  and  100  feet  wide,  0.75 
mile  between  the  main  river  and  Habersham  Creek, 
as  a  substitute  for  this  portion  of  the  inland  water- 
way; repair,  extension,  and  construction  of  training 
walls,  spur  dikes,  closing  dams,  and  jetties,  with  a 
total  length  of  35,015  feet,  constructed  in  part  of  pile, 
brush,  and  rock  and  in  part  of  rock  with  a  mattress 
foundation. 

"The  plane  of  reference  is  mean  low  water,  which 
varies  for  different  parts  of  the  harbor.  For  the 
upper  section  of  the  harbor  the  mean,  range  of  tide  is 
about  6  feet  under  ordinary  conditions,  with  an  ex- 
treme normal  tidal  range  of  8.2  feet,  and  for  the 
lower  section  6.5  feet  and  8.7  feet,  respectively.  The 
extreme  height  of  storm  tides  exceeds  th  mean  tidal 
range  by  about  6  feet.  The  tidal  range  has  been  in- 
creased by  the  improvement  by  approximately  0.5 
of  a  foot," 

30 


"Condition  at  End  of  Fiscal  Year:  The  ex- 
isting project  is  62  per  cent  completed.  The  21-foot 
section  of  the  channel  has  been  improved  to  project 
dimensions,  the  controlling  depth  at  the  end  of  the 
fiscal  year  being  19.5  feet  at  mean  low  water.  The 
26-foot  section  of  the  channel  has  been  improved  to 
project  dimensions  for  the  entire  section  at  different 
times,  but  never  throughout  at  the  same  time.  Due  to 
shoaling,  constant  maintenance  dredging  is  ncessary. 
The  controlling  depth  in  this  section  at  the  end  of  the 
fiscal  year  was  22.7  feet  at  mean  low  water,  and  for  the 
30-foot  section  was  24.9  feet  at  mean  low  water.  To 
complete  the  project  and  restore  depths  where  fill  has 
taken  place,  allowing  1  foot  overdepth,  requires  the 
removal  of  52,800  cubic  yards  of  material  from  tlie 
21-foot  section  of  the  channel,  1,889,500  cubic  yards 
from  the  26-foot  section,  and  4,116,600  cubic  yards 
from  the  30-foot  section,  or  a  total  of  6,058,900  cubic 
yards." 

"Effect  of  Improvement:  Since  the  improve- 
ment was  inaugurated,  water-borne  commerce  has 
been  greatly  facilitated.  There  has  been  a  great  in- 
crease in  the  amount  of  commerce  of  this  port.  Ships 
drawing  29  feet  have  cleared  from  this  port,  while 
formerly  16  feet  was  the  limit.  The  tonnage  and 
value  have  correspondingly  increased. ' ' 

"Commercial  Statistics:  Foreign  traffic  included 
58  per  cent  of  the  tonnage  and  37  per  cent  of  the  value 
of  the  entire  commerce  of  the  harbor,  and  consisted 
primarily  of  food  products,  textiles,  minerals,  and 
chemicals ;  coastwise  traffic  included  28  per  cent  of 
the  tonnage  and  47  per  cent  of  the  value,  and  con- 
sisted primarily  of  food  products,  textiles,  chemicals, 
and  unclassified  materials;  other  domestic  traffic 
included  14  per  cent  of  the  tonnage  and  16  per  cent  of 
the  value  of  the  entire  commerce,  and  consisted  pri- 
marily of  food  products,  lumber,  and  minerals.  The 
character  of  the  commerce  is  ^varied,,  and  no  particu- 

31 


lar  class  is  carried  in  any  special  type  or  draft  of 
boat. 

"All  commerce  moved  over  the  entire  portion  of 
the  harbor  under  improvement,  except  the  local  ship- 
ments, which  used  only  the  upper  13  miles  of  the 
harbor. 

'The  1920  commerce  shows  a  material  increase  of 
traffic  over  that  for  1919,  which  is  to  be  expected 
under  the  improved  commercial  relations.  Regular 
steamboat  schedules  were  maintained  on  the  inside 
waterway,  and  to  northern,  southern  and  foreign 
ports.  The  commerce  for  the  last  five  calendar  years 
is  as  follows : 

Comparative  Statement  of  Commerce. 


Floate 

i  Logs. 

Calendar  Year 

Short  Tons 

Value 

Short  Tons 

Value 

1916__ 

2,748,898 

$383,225,768 

1917.. 

2,429,288 

478,211,950 

1918 

1,540,057 

479,235,230 

1919 

1,714,292 

597,109,148 

22,035 

$218,132 

1920     _. 

2,147,978 

608,332,823 

11,832 

135,161 

(x)     (Extracts  from  the  Annual  Report  of  the  Chief  of  Engineers,  U.  S.  Army.) 

The  report  presented  by  the  Board  of  Harbor  Com- 
missioners of  Savannah,  to  the  Board  of  Harbor,  Port 
and  Terminal  Commission,  for  the  State  of  Georgia,  is  on 
file.  It  sets  forth  the  offer  of  the  Deptford  Tract,  as  a 
Site  for  the  Proposed  Port. 

Some  valuable  information  regarding  the  Railway  lines 
radiating  from  Savannah  was  given.  The  real  demon- 
strating facts,  comparisons  and  conclusions,  however, 
have  had  to  be  obtained  from  a  study  of  the  Maps  avail- 
able, of  Official  Documents,  and  by  Conference  with 
Practical  Men,  whose  opinions  were  required  to  be  based 
on  tangible  proofs. 

32 


The  Deptford  Tract,  a  most  valuable  area  of  land, 
on  magnificient  water  frontage,  eminently  suitable  for 
industrial  enterprises,  is  a  splendid  property. 

Were  it  located  so  that  the  centre  of  a  Project  of 
State  Terminal  would  be  not  more  than  half  as  far  dis- 
tant, as  must  be  the  case,  from  the  centre  of  business, 
viz:  the  City  Hall,  it  would  be  worthy  of  very  serious 
consideration.  But  for  a  centre,  four  miles  from  the  City 
Hall,  and  in  competition  with  such  magnificient  Railway 
Port  Terminals  as  the  Central  of  Georgia  and  Ocean  S. 
S.  Terminals,  the  centre  of  which  is  one  mile  from  the 
City  Hall,  and  the  Seaboard  Air  Line  Terminals,  just 
across  the  River  from  the  City  Hall ;  the  Deptford  Tract 
may  be  dismissed  as  far  as  the  present  survey  and  re- 
commendations are  concerned. 

It  could  not  be  recommended  with  hopes  for  success. 
It  would  not  measure  up  to  the  requirements,  nor  fulfill 
the  hopes  of  those  whose  vision  is  a  scheme  of  Terminals, 
which  would  be  of  supreme  advantage  to  the  State,  and 
also  pay  its  way. 

From  the  offices  of  the  Strachn  Shipping  Company,  a 
magnificient  birds-eye  view  of  Savannah  and  its  Harbor 
can  be  obtained. 

It  was  there,  overlooking  everything,  that  a  Harbor 
Terminal  Site  was  found,  at  once  worthy  of  attention. 
In  company  with  Dr.  Kittrell,  a  long  and  careful  view 
was  taken.  "Surely  it  has  been  overlooked. ' '  It  ap- 
peared, on  first  view,  to  be  ideal. 

The  City  Engineer  facilitated  a  quiet  and  careful  ex- 
amination of  this  location,  and  made  his  report  to  the 
Mayor. 

The  Mayor  and  his  officials  facilitated  a  complete 
survey,  water  front,  boundaries  and  interior. 

Was  it  possible  to  obtain  this  site?  The  courageous, 
far-sighted  Mayor,  Murray  Stewart,  replied,  go  ahead. 

33 


According  to  every  required  principle  upon  which  a 
splendid  picture  of  an  attractive,  competing,  far  reach- 
ing, beneficial,  State  Ocean  Terminal,  could  be  measured, 
this  location  fulfills  the  test. 

The  centre  of  the  Completed  Project  would  be  located 
\y2  miles  from  the  City  Hall.  The  Landing  Stage  would 
be  three  quarters  of  a  mile  from  the  city  Hall. 

There  is  ample  Water  Front  for  a  first-unit  of  a  Port, 
sufficient  for  a  City  of  300,000  inhabitants,  and  there  will 
remain  sufficeint  for  increases  from  time  to  time,  for  a 
city  of  half  a  million  inhabitants,  and  more. 

What  would  other  States  and  other  cities  give  for  such 
a  Port  location? 

The  Mayor  said,  "Go  Ahead !"  Further  accurances 
were,  however,  necessary. 

The  following  letter  from  the  City  Engineer  is,  with 
authority,  incorporated  in  this  report: 

April  10,  1922. 

"Mr.  Frederick  W.  Cowie,  Consulting  Engineer  C'/o 
Hon.  S.  G.  McLendon,  Secretary  of  State,  At- 
lanta, G-a. 

Dear  Sir: 

' '  I  am  forwarding  to-day  a  map  showing  the  prop- 
erty which  may  be  available  as  a  site  for  the  pro- 
posed State  Port  Terminals.  A  key  may  showing 
Savannah  and  vicinity  and  the  various  railways  en- 
tering the  city  is  also  enclosed  . 

"I  have  endeavored  to  show  on  this  map  not  only 
the  property  lines  but  all  structures  that  would  likely 
interfere  with  or  which  would  have  to  be  consider- 
ed when  making  the  design  of  the  project.  You  will 
note  that  the  buildings  are  wooden  sheds  of  not  a 
very  permanent  construction  and  could  therefore  be 
eliminated  or  incorporated  in  the  design  as  was 
thought  best.  There  are  as  far  as  I  know  no  natural 
physical  obstructions  to  any  plan  that  might  be  pro- 

34 


posed.  The  general  surface  elevation  above  the  river 
is  such  that  excavated  material  form  the  several  slips 
or  basins  will  just  about  raise  the  adjacent  lands  to  a 
convenient  height  above  the  river  and  all  excavation 
can  be  done  by  large  dredged.  Of  course  all  heavy 
buildings  would  require  pile  foundations. 

"On  the  key  map  the  railways  now  entering  the 
City  and  reaching  the  proposed  site  are  shown  in 
heavy  black  lines.  I  have  shown  in  red  a  proposed  belt 
line  but  do  not  think  this  line  is  neecssary,  because 
both  the  A.  C.  L.  Railway  and  the  Central  Railway 
already  reach  the  site,  the  A.  C.  L.  being  double  track 
through  the  city  and  the  Central  Railway  double  track 
part  of  the  way. 

From  the  above  description  and  maps  it  would 
seem  that  the  engineer  designing  terminals  for  which 
this  site  was  used  would  have  a  free  hand  to  do  what- 
ever was  required  in  order  to  make  a  most  complete 
and  modern  port  terminal. 

Yours  very  truly, 
(Signed)  W.  O'D.  ROCKWELL, 

City  Engineer. ' ' 

This  plan  is  also  filed  with  the  report,  and  and  only  re- 
quires signatures  for  identification. 

The  Mayor,  accompanied  by  a  deputation  of 
citizens,  gave  assurances  as  to  the  site  to  the  Honorable, 
the  Secretary  of  State,  at  a  conference  at  the  Capitol  on 
Wednesday,  April  12th,  1922, 

With  this  site.  Savannah  offers  a  situation  for  the\ 
State  Port  Terminals,  which  is  unequivocally  endorsed. 

Without  this  site,  Savannah  must  necessarily  be  turned 
aside,  and  Brunswick  recommended. 

But  the  City  of  Savannah,  may  be  left  to  a  realization 
of  what  it  will  mean  ,and  relied  upon  to  do  what  is  neces- 
sary in  the  matter;  as  was  confidently  assured  by  his 
Honor  Mayor  Stewart. 

35 


And  after  all,  it  is  much  more  easy  to  ineerase  a  Port, 
so  well  known  throughout  the  world,  than  to  develop  one 
less  frequented. 

It  will  be  much  more  profitable,  both  to  those  who  will 
use  the  Terminal,  and  those  who  will  own  it.  That  there 
are  all  the  Commercial  Organizations  already  within  a 
mile  of  the  "Warehouses;  that  there  is  the  " Money 
Market, "  which  it  has  so  wisely  been  said,  "trade  fol- 
lows/' than  to  turn  to  the  smaller  city  of  Brunswick. 

It  is  a  great  satisfaction  already,  to  know  a  wealthy 
and  successful  Port  City  has  available,  so  ideal  a  site. 

The  distance  from  the  Sea  has  its  advantages,  as  well 
as  disdvantages.  Tidal  waves  cannot  menace  goods  in 
warehouses  or  grain  elevator  machinery.  Fresh  water  in 
a  Harbor  has  a  great  attraction  for  Steel  Ships. 

The  United  States  has  improved  her  navigable  Rivers 
in  the  past,  to  meet  trade  conditions,  and  can  be  depended 
on  for  the  future. 

The  proof  <of  the  value  of  the  transportation  route 
through  the  Port  of  Savannah,  as  established  by  the  suc- 
cessful Commercial  Institutes  of  the  City;  by  the  splen- 
did Steamship  Service  betwen  Savannah  and  Coastal 
Ports,  and  by  the  fact  that  both  Steamships  and  Railways 
have  favored  this  Port,  and  built  up  a  splendid  trade. 

This  would  be  a  splendid  foundation  upon  which  to 
build. 

The  Harbor,  Port  and  Terminal  Commission  for  the 
\lState  of  Georgia,  may  therefore,  on  the  above  demon- 
strated Grounds,  with  confidence,  open  negotiations  with 
the  City  of  Savannah,  for  the  Site,  according  to  plans 
accompanying  Mr.  Rockwell's  letter,  on  the  one  hand^ 
and  for  adoption  loy  the  State,  if  so  authorised,  of  fhet 
location  in  Savannah  of  the  State  Port  Terminals,  on  the 
other  hand. 

36 


CONCLUSIONS 

The  necessity  of  .comprehensive  Ocean  Terminal  Pro- 
ject for  the  State  of  Georgia  has  been  argued. '  That  it 
would  stimulate  production  has  been  pointed  out.  It  has 
been  set  forth  how  it  would  encourag  the  establishment  of 
new  industries,  both  in  the  vicinity  of  the  Port,  and  also 
in  the  areas  of  production,  and  in  regions  where  there  is 
abundant  and  cheap  power.  It  would  provide  a  favorable 
uncon jested  Commercial  route  between  the  great  Coastal 
cities  of  the  United  States  and  the  productive  Middle 
West. 

Capital  and  labor  call  for  it.  The  farmer  and  the  pro- 
ducer insist  that  it  be  provided.  The  strong  united 
movement  of  farmers  and  producers  to  obtain  for  them- 
selves all  than  can  be  obtained  for  their  products,  can- 
not be  resisted.  Moreover,  their  demands  are  reasonable 
and  lagical.  It  would  be  a  wise  move  to  anticipate 
their  requirements. 

But  the  wonder  of  it  is,  that  it  would  not  only  be  of 
benefit  to  the  farmers  and  producers.  It  would  result 
in  the  general  enrichment  of  the  pople  and  the  dvlopment 
of  progress  and  prosperity  of  the  State. 

"  Necessity, "  has   therefore  been  demonstrated. 

As  regards  feasibility,  that  assurance  is  herin  frankly 
set  forth,  by  one  experienced  in  the  design,  actual  con- 
struction and  operation  of  a  great  and  successful  Port. 
That  the  possibilities  are  excellent  for  a  unique  design, 
based  on  principles  of  success ;  and  suitable  to  the  loca- 
tion; and  unrivalled  as  to  Ocean  approach;  Port  facili- 
ties, second  to  none,  co-ordination  with  the  City  Plan- 
ning and  Development,  and  with  perfect  access  for  rail- 
ways, motor  trucks  and  inland  or  Coastal  Navigation. 

Everything  essential  to  be  a  successful  and  compre- 
hensive Port,  could  be  provided  in  a  manner  alike  at 
tractive  to  ships  and  to  shippers. 

Construction  conditions  are  actually  excellent  and 
economically  possible.  Fire  resisting  types  are,  above 

37 


everything,  recommended.  Cut  off,  or  fire  fighting 
Zones,  are  possible  in  such  a  completely  new  program  of 
construction. 

As  regards  approach  from  the  Sea,  the  "Existing  Pro- 
ject "  as  outlined  in  the  Report  of  the  Chief  of  Engineers, 
U.  S.  Army,  is  highly  favorable,  as  indicating  the  view- 
point of  the  Legislators  in  regard  to  the  Ports  of  Georgia. 

Further  channel  improvements,  as  the  Port  Project 
grows,  may  confidently  be  left  in  the  hands  of  represen- 
tatives of  the  people,  and  to  the  care  of  that  wondrful 
organization  under  the  Chief  of  Engineers  of  the  United 
States  Army. 

"Feasibility/  'also  is  therefore  assured. 

Financially,  demonstration  is  not  possible,  either  by 

facts  or  figures. 

• 

To  the  far-seeing  mind,  however,  the  picture  of  the 
trade  development,  and  its  far  reaching  benefits,  is  suffi- 
cient. 

Assurance  may  ,however,  be  brought  home,  by  the  suc- 
cess of  Ports,  not  more  naturally  favored,  whose  public 
spirited  citizens  have  made  intelligent  efforts  to  win 
prosperity  by  developing  transportation  through  their 
States  and  cities. 

Freight,  handled  through  a  Port,  from  railway  car  to 
ship,  or  vice-versa,  costs  anywhere  from  fifty  cents  per 
ton  for  grain,  to  $1.50  for  specials,  at  least  one-half  of 
which  goes  to  labor.  Individually,  therefore,  labor  reaps 
a  rich  reward,  and  in  addition,  the  State  prospers. 

Montreal  is  a  great  city.  It  has  been  built  up  and  made 
prosperous  by  its  Port.  Moreover,  the  Port,  which  cost 
over  $30,000,000  pays  handsomely. 

Hamburg  in  1880,  was  a  State,  small  in  area,  with  an 
old  Port  and  a  modest  city. 

The  State  came  to  a  decision.  They  would  build  a 
comprehensive  Port,  to  compete  with  London,  then  the 

38 


market  Port  of  the  World,  and  for  the  North  of  Europe. 
In  1914,  the  port  of  Hamburg  was  one  of  the  commer- 
cial wonders  of  the  world  and  it  was  commercially  suc- 
cessful. 

The  Port  of  Manchester  is  a  notable  success. 
A  comprehensive  Port  ,as  outlined,  attracting  liners, 
as  well  as  tramps,  in  an  important  financial  centre  is  a 
vision  which  may  be  accepted  as  financially  justifiable. 
A  Port  has  been   found    of   almost    superlative    ad- 
vantages.   A  location  demonstrated  as  ideal  for,  the  re- 
quirements.      A  scheme,  of  development  is  submitted 
ivorthy  of  the  State  of  Georgia  and  ivith  gratefulness  the 
matter  is  confined  with  confidence  to  her  citizens. 

PROGRAMME  SUGGESTED. 

The  immediate  present  is  a  strategic  period  in  which 
to  enter  upon  an  earnest  effort  to  develop  a  great  Port. 

Rival  Ports  are  straining  every  fibre  to  be  prepared 
for  the  cycle  of  increased  trade,  and  prosperity,  which  is 
already  in  sight. 

Last  year,  and  the  year  previous,  costs  for  materials 
and  labor  were  too  high.  Now  constructive  costs 
are  fair,  labor  is  anxious,  and  interest  rates  on  capital 
reasonable. 

New  Orleans  will  be  ready  for  the  increased  trade  in 
two  years,  Baltimore  in  four  or  five  years ;  New  York  in 
the  same  time,  Montreal  is  already  ready  and  is  reaping 
a  rich  reward  now. 

Savannah  should  be  ready  in  four  or  five  years. 

The  suggestion  is  made  that  the  Harbor,  Port  and 
Terminal  Commission,  of  Georgia,  and  the  City  of 
Savannah ;  should  get  together  immediately  and  close  an 
agreement. 

The  city  to  provide  and  hand  over  to  the  State  of  Geor- 
gia, for  a  Port  Terminal,  the  area,  or  substantially  the 
Area,  shown  on  the  plan  accompanying  the  letter  of  the 

39 


City  Engineer,  dated  April  10th,  1922.  The  city  to  agree 
that  the  Port  Terminals,  or  Free  Port  "Warehouses,  or 
assembling  plants,  allied  to  the  Terminals,  and  within 
these  liimts,  should  be  tax  free;  that  police,  fire  and 
water  services  should  be  free,  and  that  Street  intersec- 
tions would  be  satisfactorily  arranged,  including  the 
equal  division  of  the  cost  of  an  elevated,  vehicular,  margi- 
nal Street,  parallel  to  the  River,  across  the  Terminal 
property,  with  which  the  Terminal  Facilities  would  be 
connected,  so  that  level  crossings  would  be  obviated. 

The  Harbor,  Port  and  Terminal  Commission,  to  agree, 
when  necessary  authority  is  given,  and  the  Financial 
arrangements  completed  ,to  proceed  with  the  construc- 
tion of  the  Port  Terminals,  for  the  State,  the  minimum 
of  the  exepnditure  to  be  Ten  Million  Dollars,  not  includ- 
ing interest  on  capital  expenditures  during  construction. 

It  is  amestly  rcommnded .  that  the  minimum  of  ex- 
penditure for  which  authorization  is  applied,  be  made 
"  $15,000,000. " 

This  would  complete  a  first  comprehensive  unit,  which 
would  be  self-contained,  and  sufficient  for  the  present, 
and  would  be  designed  to  link  up  with  the  next  unit  when 
growing  trade  called  for  it. 

A  very  approximate  estimate,  merely  for  the  purpose 
of  consideration,  may  be  given  in  explanation  of  the 
amount  mentioned,  viz:  "$15,000,000." 

Docks  and  Dredging  of  Basins $3,500,000 

Railways  and  Roadways 1,500,000 

Grain  Elevator  and  Equipment 1,750,000 

Transit  Sheds 1,250,000 

Warehouses  (including  cold  storage) 3,500,000 

Machinery  and  Equipment 1,000,000 

Contingencies  and  unforseen  items 1,000,000 

Interest  during  construction 1,500,000 


$15,000,000 
40 


Ill  this  preliminary  report,  the  layout  suitable  for  the 
site  is  not  available,  and  estimates  are  only  given  of  com- 
parable facilities  in  other  Ports,  but  if  immediate  com- 
mercial and  competitive  success  is  to  be  attained,  the  unit 
should  be  so  comprehensive  as  to  attract  and  take  care 
of  comprehensive  Port  business. 

FREDERICK  W.   COWIE. 


April  15th,  1922. 

HISTORICAL  NOTES 
SAVANNAH 

A  French  Map,  published  in  Pairs  in  1702,  which  at- 
tributes the  greater  part  of  the  Continent  of  America, 
to  France,  clearly  shows  the  Towns,  Coasts  and  Rivers 
of  the  Carolinas  and  Florida,  bordering  on  the  Mer  de 
Virginie"'.  "Charlie  Fort,"  (Charleston)  "Port 
Royal",  "Grande  R.",  "May  R.",  and  "Lac  du  May", 
are  indicated.  "Grande  R."  marks  the  boundary  line 
between  "Virginie"  and  "Caroline  Autrefios  Floride", 
and  is  without  doubt  the  present  Savannah  River.  "May 
R",  is  also  the  St.  Marys  River,  and  "Lac  du  May",  the 
Okefenokee  Swamp.  This  map,  beautifully  published  in 
colors,  was  by  the  celebrated  "Geographe,"  N.  de  Fer., 
and  engraved  by  Van  Loon. 

A  celebrated  'English  Map  of  North  America,  pub- 
lished by  Faden  in  1710,  gives  no  indication  of  Savan- 
nah, either  River  or  town. 

The  English  Map,  published  in  1715,  by  Herman  Moll, 
Geographer  ,gives  early  and  interesting  records  of 
Savannah,  and  the  surrounding  country.  On  this  Map 
it  shows  that  Carolina  had  been  extended  southward 
to  the  "Maria  R.",  (St.  Marys  River).  Possibly  the 
first  indications  of  "Georgia,"  "Savannah  R.",  and 
'  *  Savanna, ' '  are  shown  on  this  old  Map.  A  road  or  trail 
is  shown  extending  from  "Charles  Town"  on  the  Caro- 
lina Coast  to  "Yasou"  on  the  "R.  St.  Louis,"  (Missis- 


41 


sippi  River).  At  the  junction  of  this  road  and  the  "R. 
Savanna/'  is  a  town  marked  "'Savanna,"  which  would 
locate  it  at  a  point  about  120  miles  from  the  Coast, 
probably  where  Augusta  now  stands.  "Charles  Town" 
is  indicated  in  another  insert  as  an  important  forti- 
fied town  and  harbour,  as  wharves  are  shown. 

To  illustrate  the  Foundation  and  Progress  of  Savan- 
nah and  her  Harbor,  the  following  quotations  are  taken 
form  "A  History  of  the  City  Government  of  Savannah," 
1790  to  1900,  by  Thomas  Gamble,  Jr. 

The  scheme  which  culminated  in  planting  a  colony  on 
the  right  bank  of  the  Savannah  River  at  Yamacraw  Bluff, 
now  the  City  of  Savannah,  originated  with  James  Ed- 
ward Oglethorpe,  a  member  of  the  House  of  Commons. 

During  the  earlier  years  of  his  political  career  his 
energies  were  enlisted  in  proposing  and  supporting 
measures  for  the  benefit  of  commerce  and  colonization. 

It  was  on  Friday,  November  17,  1732,  that  the  frigate 
"Anne,"  John  Thomas,  Master,  set  sail  from  Gravesend 
with  116  persons  on  board.  There  were  thirty-five 
families  in  all  consisting  of  carpenters,  brick-layers  far- 
mers etc.  Accompanying  them,  at  his  own  request,  to 
lay  out  the  land  and  see  them  settled  properly  in  the  New 
Country,  was  Oglethorpe. 

The  voyage  occupied  57  days.  On  January  13,  1733, 
the  "Anne"  arrived  off  Charleston,  where  Oglethorpe 
landed  and  called  on  the  Governor,  who  arranged  for  the 
King's  pilot  to  carry  the  "Anne"  into  Port  Royal,  and 
for  a  small  craft  to  carry  the  colonists  from  there  to  the 
Savannah  River. 

Being  arrived  on  the  first  of  February  1733,  at  the 
intended  town  before  night  they  erected  four  large  tents, 
sufficient  to  hold  all  the  people. 

On  February  9,  Col.  Bull  and  Mr.  Oglethorpe  marked 
out  the  squares,  the  streets,  and  the  lots  for  the  houses  of 
the  town,  and  the  first  house  was  begun  that  day. 

42 


Oglethorpe's  first  letter  to  the  trustees,  dated  Febru- 
ary 10,  1733,  marks  the  first  historical  reference  to  the 
Port: 

I  fixed  upon  a  healthy  situation  about  ten  miles  from 
the  sea,  The  river  here  forms  a  half  moon,  along  the 
south  side  of  which  the  banks  are  about  forty  foot  high ; 
and  upon  the  top  a  flat,  which  they  call  a  bluff. 

The  plain  high  ground  extends  into  the  country  5  or  6 
miles,  and  along  the  river  side  about  a  mile.  Ships  that 
draw  12  foot  water  can  ride  within  ten  yards  of  the  bank. 

The  river  is  pretty  wide,  the  water  fresh,  and  from  the 
key  of  the  town  you  see  its  whole  course  to  the  sea,  with 
the  Island  of  Tybee,  which  forms  the  mouth  of  the  river ; 
and  the  other  way  you  see  the  river  for  about  six  miles 
up  into  the  country. 

The  first  shipment  from  the  Port,  was  in  1749,  when  a 
miscellaneous  cargo  valued  at  $10,000:00  by  Harris  & 
Habersham,  who  had  esablished  the  first  commercial 
house  in  1744. 

In  1765  sailing  vessels  to  the  number  of  153  received 
cargoes  at  the  Port. 

In  1766  the  City  consisted  of  400  dwelling  houses,  a 
church,  and  independent  meeting  house,  a  council  house, 
and  a  court  house. 

In  1773  exports  had  increased  to  $379,422. 

Between  1800  and  1820,  the  growing  commere  of  the 
Port  directed  attention  more  forcibly  to  the  necessity  of 
freeing  the  river  from  encroachments  and  improving  it 
for  shipping.  The  line  of  low  water  mark,  a  committee 
on  Council  in  1881  reported,  was  originally  about  105 
feet  from  the  line  of  the  Bay.  A  survey  was  made  under 
an  Act  of  the  Legislature  of  December  1,  1802.  Several 
wharf  owners  were  ordered  in  January  1805  to  remove 
the  encroachments  as  injurious  to  navigation. 

Wharves,  navigation,  commerce  and  port,  were,  over 
one  hundred  years  ago,  therefore,  occupying  the  atten- 
tion of  the  business  and  official  authorities  in  Savannah, 

43 


The  first  official  census  of  the  population  of  the  city 
was  taken  by  the  City  Treasurer  under  instructions  of 
Council  and  reported  on  February  20,  1809.  It  gave  the 
population  as  follows : 

White  population 2,702 

Negroes  (slaves)  __, 2,311 

Free  (people  of  color) 329 

Total , 5,342 

While  the  city  grew  greatly  in  wealth  and  business  its 
population  after  this  period  increased  extremely  slowly, 
in  1840,  thirty  years  later,  the  population  was  but  6,520, 
an  increase  of  but  1,178  in  thirty  years. 

The  improvement  of  the  harbor  and  better  com- 
munication with  the  interior  became  imperative.  In 
October  1825,  a  Committee  on  Aldermen  were  appointed 
to  inquire  as  to  what  means  were  advisable  for  deepening 
the  Savannah  River  below  th  city.  It  was  stimated  that 
nothing  effective  could  be  done  toward  clearing  the  river 
for  less  than  $50,000.00. 

The  Committee  reported  on  means  which  would  serve 
to  disclose  new  sources  of  wealth,  open  up  a  demand  for 
many  of  our  productions,  and  show  that  Savannah  is  de- 
stined to  become  the  "New  York'7  of  the  South. 

The  Savannahians  of  this  time  had  an  abundant  faith 
in  the  future  of  the  Port. 

That  was  nearly  on  hundred  years  ago.  There  have 
been  disappointments,  but  not  discouragements.  Savan- 
nahians of  to-day,  in  addition  to  the  faith  of  their  fore- 
fathers, have  the  necessary  Public  Spirit,  and  the  State 
the  Credit  to  carry  it  through  to  realization. 

Improved  inland  water  communications  occupied  the 
attention  of  the  authorities,  and  business  corporations 
for  several  years,  without  resulting  in  the  benefits  and  re- 
turns expected.  The  advent  of  the  railroad,  however,  not 

44 


only  made  possible  the  development  of  the  interior  rich 
areas,  but  made  Savannah  one  of  the  great  Ports  of 
America. 

The  history  of  the  development  of  many  great  cities 
in  America  is  closely  associated  with  the  success  of  local 
railway  corporations ;  but  of  the  many  notable  examples, 
such  as  the  New  York  Central  and  New  York ;  the  Penn- 
sylvania and  Philadelphia;  and  the  Canadian  Pacific  and 
Montreal;  none  are  more  worthy  of  record,  than  that  of 
the  Central  of  Georgia  and  Savannah. 

Railroads  vastly  increasing  the  value  of  goods  received 
at  this  Port  increased  the  necessity  for  improvement  of 
the  harbor.  In  1840  a  Committee  of  Council,  said :  The 
constant  communication  with  the  interior  maintained  by 
means  of  the  railroad  has  increased  our  prosperity.  Our 
energies  have  at  length  been  aroused.  It  was  declared 
necessary  to  bestow  attention  on  the  river  to  afford  an 
to  foreign  and  domestic  markets. 

In  1843  the  Mayor  wrote  that  vessels  drawing  11  feet 
9  inches  could  only  get  over  the  obstructions  in  the  chan- 
nel two  miles  below  the  city  by  waiting  for  favorable 
tides. 

In  1844  an  appropriation  was  made  by  the  United 
States,  for  the  improvement  of  navigation  between 
Savannah  and  the  sea,  by  the  removal  of  the  obstructions 
in  the  river. 

It  is^  a  peculiar  coincidence  that  the  depth  of  water 
from  Montreal  to  the  sea  in  1843  was  11  feet,  and  that  the 
first  navigation  improvements  were  commenced  in  1844, 
and  that  the  improvements  to  the  River  St.  Lawrence 
Ship  Channel  have  cost  approximately  the  same  figure  as 
the  Savannah  River  Improvements,  and  that  today  ves- 
sels of  approximately  the  same  draft,  navigate  the  two 
great  Rivers,  to  the  two  great  Ports;  one  in  the  North 
and  the  other  in  the  South. 

The  twenty  years,  from  1880  to  1900,  have  been  the 

45 


period  of  Savannah 's  greatest  growth  and  development. 
In  these  two  decades  the  population  of  the  city  increased 
from  30,709  to  54,244,  its  taxable  values  from  $17,300,237 
(1883)  to  $37,180,077,  the  tonnage  of  vessels  entering  and 
clearing  from  the  Custom  House  from  1,242,484  to  2,263,- 
225  and  the  gross  value  of  its  commerce  from  $50,000,000 
to  $150,000,000. 

Artesian  well  water  has  taken  the  place  of  river  water. 

The  bonded  debt  of  the  city  has  been  reduced  from 
$3,812,100  (1884)  to  $3,196,350,  with  no  floating  indebted- 
ness, and  its  credit  today  does  not  suffer  by  comparison 
with  that  of  any  other  American  City. 

United  States  Census  of  Savannah  1900,  Population 
64,244. 

The  rapid  strides  Savannah  has  made  commercially, 
may  be  judged,  by  the  quotation  of  some  of  the  salient 
facts  reported  to  the  members  of  the  River  and  Harbor 
Committee  of  the  United  States,  in  1906,  by  a  committee 
of  citizens  and  officials  of  Savannah: 

Season  No.  of  Steamers        Total  Net  Ton          Average  Ton 

1880-81  43  46,292  1,077 

1885-86  62  71,160  1,148 

1890-91  99  ,129,253  1,306 

1895-96  64  105,148  1,643 

1900-01  112  206,876  1,865 

1905-06  192  438,829  2,286 

The  result  of  the  increase  in  the  size  of  the  steamers  has 
had  a  most  markd  effect  in  the  reduction  of  the  freight 
rates,  as  will  be  seen  from  the  following  table,  also  taken 
from  actual  records  in  our  office : 

AVERAGE  BATES  OF  FREIGHT  FOR  TEN  YEARS. 

Season  Cotton  Cts.  Phosphate  Cotton  Seed       Cotton  See  Meal 

Per  100  Lbs.  Shils  Per  Ton    Shils  Per  Ton     Shils  Per  Ton 

1896-97  44  25  14  5  30 

1897-98  43  30  14  _._.                     16 

1898-99  48  20  13  6 

1899-00  40  30  14  11  25 

1900-01  42  65  14  7                   

1901-02  25  11  5                   12 

1902-03  21  90  99  11  3 

1903-04  26  75  97 

1904-05  24  50  92  14 

1905-06  30  85  15         12 

46 


This  reduction  applied  to  the  exports  of  1905-06  as  per 
following  table : 

On  cotton  Shipments $696,063.00 

On  phospahte  shipments $276,179,04 

On  rosin  shipments 1 20 , 000 , 00 

On  turpentine  shipments 39,900.00 

On  cotton  seed  shipments 20,253.00 

On  cotton  seed  meal  shipments 23, 418 .24 


$1,175,813.28 

Show  a  saving  in  freight  of  $1,175,813.00  for  one  year. 

The  exports  of  Savannah  for  the  year  ending  June  30, 
1905,  were  more  than  the  combined  exports  of  Norfolk, 
Newport  News,  Wilmington,  Charleston,  Brunswick  and 
Femandina. 

SAVANNAH'S  EXPORTS  FOE  1905  GREATER 

THAN  COMBINED  EXPORTS  OF  ALL  SOUTH 

ATLANTIC  PORTS. 

Ports  Value  Exports. 

Wilmington $17,481,566 

Newport  News _  15,773,353 

Brunswick 9,449,004 

Femandina 7, 874 , 104 

Norfolk 7,654,810 

Charleston 3,358,725 


Total $61,591,562 

Savannah's  Exports,  1905 ... .$62,244,837 

A  glance  at  the  map  of  the  United  States  will  show 
that  owing  to  the  curvature  in  the  coast,  Savannah  is 
nearer  to  Omaha,  Kansas  City,  St.  Louis,  Memphis, 
Nashville,  and  other  Western  cities  than  either  New 
York,  Philadelphia  or  Baltimore. 

COASTWISE  STEAMSHIP  LINES  FROM 
SAVANNAH,  GEORGIA. 

Line  To  No.  Vessels  Tonnage. 

Ocean  Steamship  Co New  York  and  Boston  9  34 , 500 

Merchants  &  Miners  Trans.  Co-Baltimore  and  Philadelphia 7  17 , 100 

TOATL  to  four  Ports.     16  51 ,600 

Tons  of  freight  handled  by  regular  coasrwise  steamship  lines,  1905, 
depth  of  water  26  feet  t  inches.  _  1 , 022 , 779 . 

47 


RAILROAD  SYSTEMS  CENTERING  AT 
SAVANNAH,  GA. 

System  Mileage  States  Tracersed 

CentraFof  Georgia Pi , 845    Georgia'and  Alabama 

Seaboard  Air  Line |2,612    Virginia,*! Nort  h    Carolina,    South 

|  Carolina,  Georgia,  Florida,  Ala- 

^'-^&n  bama.^»f **!**•..•  *   ;  *  ,       ^^ 

AtlanticXJoast  Line ^4 ,0341  Virginia,  %  Nort  hi  Carolina ,     South 

Carolina,  Georgia,  Florida,  Ala- 
bama, to"*  *'•  r-  ''•  'Mi 

Southern 7,139    Virginia,     North    Carolina,     South 

Carolina,  Georgia,  Florida,  Ala- 
bame,  Mississippi  ,  Missouri, 
Kentucky,  Tennessee. 

4  Systems 15 , 630     10  States.      Population  16,000,00. 

When  the  great  Southern  agricultural,  mineral  and 
manufacturing  belts  are  considered,  Savannah's  super- 
iority as  a  port  of  outlet  is  so  pre-eminent  at  a  glance  as 
to  require  no  supporting  figures. 

(Signed  by)  WM.  W.  WILLIAMSON,  Chairman. 
HERMAN  MYERS,  Mayor, 

and 

Members  of  the  Committee. 

It  is  only  necessary  to  judge  by  the  past  records,  which 
show  how  coincident  have  been  the  developments  of 
transportation,  the  growth  of  tthe  Por  of  Savannah  and 
the  prosperity  of  the  State ;  to  with  supreme  confidence, 
take  up  the  next  step,  which  cannot  be  otherwise  than  by 
public  action,  the  Development  of  the  Port  of  Savannah 
Marketing  and  Comprehensive  Lines. 

SAVANNAH  1920  AND  1921. 

Population  U.  S.?  Census  1920 _  _83 , 000 

Bonded  debt  1920. _T $3,719,000.00' 

Bonded  debt  1921 $3,641,500.00^ 

Number  vessels  entering  port  1920 850 

Number  vessels  clearing  port  1920 850 

Number  vessels  1921 819 

Tonnage  1920  (total) 2,031,267 

Tonnage  1921  (total) _ .  _  2 , 233 , 330 

No.  vessels  first  six  months  1922 461 

Tonnage  first  six  months  1922 . 1,232,257 

Total  assessment  for  purposes  of  taxation  1920 $73,000,000 

Toral  assessment  for  purposes  of  taxation  1921 79,000,000 

FREDERICK  W.  COWIE. 
July  15th,  1922. 

48 


THE  PORT 

AND 
ITS  RELATION  TO  PRODUCTION. 

From  earliest  times  the  Port  has  been  recognized  as  one  of  the 
most  vital  factors  in  connection  with  the  security,  commercial 
success  and  national  supremacy  of  the  Countries  of  the  World. 

In  History  and  in  Art,  the  Port  has  been  a  frequent  theme  of 
description  and  illustration. 

By  a  careful  analysis  of  historical  records  it  may  be  accepted 
that  the  Port  has  ever  developed  the  Country,  rather  than  been 
a  result  of  actual  commercial  supremacy. 

In  modern  times  the  Port  of  London,  resulted  in  England's 
Merchant  greatness.  Hamburg  made  Germany  a  great  Maritime 
Nation.  New  York  and  the  Erie  Canal,  resulted  in  the  develop- 
ment of  the  supremacy  of  the  United  States,  by  opening  up  the 
Middle  West.  The  Port  of  Montreal  is  doing  the  same  for  the 
North  West.  Savannah  with  proper  facilities  may  result  in  a  rich 
and  prosperous  South  East. 

Of  Natural  Harbors  there  have  been  many,  but  of  successfull 
Ports  in  Natural  Harbors  few.  Commerce  in  ancient  times,  and 
possible  traffic  in  modern  times,  have  ever  been  essential.  They 
are  particularly  requisite  today,  in  the  days  of  large  volume  and 
small  profits. 

Shipping  and  Ports  have  developed  in  close  relation.  In  early 
times  when  ships  were  small  and  commerce  limited  Ports  or  Har- 
bors were  merely  places  of  shelter.  Trade  routes  passed  through 
the  most  convenient  and  best  sheltered  Ports  without  regard  to 
facilities,  shipping  profits  being  so  high  as  compared  with  tonnage. 
Ports  were  improved  in  time,  and  facilities  provided  to  suit  the 
character  of  business. 

First  an  association  of  merchants,  made  the  Port  for  their  own 
ships  and  their  own  Commerce.  Then  when  Commerce  became 
the  life  of  the  Nation,  the  State  assumed  authority. 

As  shipping  increased  and  commerce  progressed,  improved  Port 
facilities  were  made  necessary.  Many  the  Port  which  had  reached 

49 


a  period  of  prestage  and  prosperity,  but  did  not  grasp  changed 
conditions  and  new  opportunities,  has  passed  out  of  sight  and 
lives  only  in  History. 

The  establishment  of  trade  routes,  and  of  commercial  connec- 
tions is  a  matter  of  long  and  insistent  effort.  The  labor  of  years, 
however,  may  be  destroyed  much  more  quickly,  and  when  once 
dislodged,  it  is  more  than  ever  difficult  of  re-establishment. 

As  Shipping  Merchants  became  prosperous  they  developed 
markets  for  the  exhibition  sale  or  exchange  of  their  wares;  later 
the  warehouse,  where  their  merchandise  could  be  stored  for  safe 
keeping,  and  so  as  not  to  detain  the  ships. 

In  modern  times  when  the  Spirit  of  Discovery  spread  through- 
out the  world,  Maritime  Nations  rose  to  new  prominence.  Na- 
tions and  States  became  interested  in  their  Commercial  Develop- 
ment. Ports  then  became  matters  of  National  consideration. 
Later  as  in  the  case  of  Nations,  it  became  the  first  consideration 
for  Cities.  Port  Cities  prospered,  the  surrounding  territory 
shared  in  the  advantages  and  the  value  of  Port  being  demon- 
strated every  enterprising  Community  set  itself  out  to  develop  a 
Port. 

Commercial  Ports  in  earliest  times,  were  developed  by  mer- 
chants, who  owned  ships.  Ships  were  the  basis  of  the  Commerce 
and  of  rich  profits.  The  Ports  were  Harbors  for  these  ships,  and 
Natural  Harbors  were  improved  for  them.  They  were  by  the 
merchant  owners. 

Commerce  was  not  always,  by  influence  or  enterprise,  directed 
according  to  the  best  or  most  economical  routes,  even  though  the 
Spirit  of  effort  for  the  good  of  the  Community,  was  manifest. 

Three  essentials  have  ever  been  present  in  connection  with 
successful  Port  Developments: — 

Commercial  Requirements, 

Public  Spirit, 

Courage  to  Carry  out  a  Vision. 

Some  Ports  were  successful,  many  were  not.  The  successful 
had  the  Necessity,  the  men  of  Public  Spirit,  and  the  men  of 
Courage. 

The  un-successful,  may  have  had  the  same  business  necessity 
without  public  spirited  Citizens,  or  without  the  courage  to  carry 
out  their  vision  of  what  should  be.  In  many  cases  there  have 

50 


been  public  spirited  Citizens  of  the  most  noble  type  who  have 
sacrificed  their  energies  to  mistaken  visions,  business  necessities 
not  being  available  to  back  up  their  expectations. 

In  all  cases  therefore  Ports  were  developed  with  a  view  to  ex- 
pected returns  to  Merchants,  or  prosperity  to  Cities,  or  commer- 
cial greatness  to  Nations. 

Fundamentally,  as  Commerce  was  created,  Ports  were  develop- 
ed by  Merchants  and  Ship-owners,  or  by  Cities  and  Nations. 

Later  came  special  commodity  Ports  for  bulk  cargoes  of  coal, 
ore,  timber,  etc.  These  in  many  cases  were  built  by  special  in- 
terests at  their  own  cost,  not  being  dependent  on  other  commerce, 
and  their  location  and  type  were  only  of  interest  to  their  owners. 

Inland  Canal  Navigation  not  only  aided  in  the  development  of 
the  interior  areas,  but  had  also  an  important  share  in  the  building 
up  of  the  Ports  when,  later,  Railways  became  such  a  tremendous 
factor,  and  when  Transportation  became  a  fact  as  well  as  a  word, 
Railways  in  their  individual  interests  began  to  build  Ports  at  the 
terminal  of  their  main  lines,  without  regard  to  general  co-ordination 
or  to  National  economy.  Duplication  resulted.  The  most  valu- 
able water  front  sites  were  held  and  not  used  to  capacity.  Termi- 
nal interchanges,  and  lighterage,  added  to  Port  costs  The 
Railway  Port  development  has  not  cheapened  transportation  nor 

has  it  been  attractive  to  ships. 

Later  still  industrial  Ports  became  necessary  with  the  same 

results.  Co-ordination  and  comprehensiveness  not  being  the 
principles  upon  which  they  were  designed. 

For  example,  considering  modern  Ports  only: 

Market  Ports;  London,  Hamburg,  Antwerp,  Marseilles,  Con- 
stantinople, Calcutta,  etc.,  were  built  for  merchants,  shipowners 
and  ship  builders. 

Bulk  Cargo  Ports;  as  exemplified  by  Hull,  Cardiff,  Superior, 
Erie,  Norfolk,  Mobile,  Pensacola,  etc. 

Industrial  Ports  such  as  Providence,  Detroit,  Philadelphia, 
New  Castle-On-Tyne,  Manchester,  Belfast,  Bremen,  etc. 

51 


Canal  Ports;  Buffalo,  New  York,  Montreal,  Manchester,  Ant- 
werp, Hamburg,  etc.,  all  fortunately  followed  up  and  aided  in 
development  by  Railway  Transportation. 

Railway  Ports  or  Terminals;  in  almost  every  city  having  a 
water  front. 

In  America  the  development  of  Railways  has  evolved  a  nation 
of  Master  Minds.  As  a  result  of  this  genius,  immense  distances 
have  been  overcome,  interior  settlement  possible,  shipments  to 
distant  markets  and  all  the  benefits  of  the  interchange  of  products 
and  even  luxuries  of  the  world,  made  profitable. 

Competition  has  resulted  in  splendid  services,  and  at  one  time 
in  cheap  Transportation,  Railway  building  was  necessary.  It 
made  the  country,  but  the  building  by  each  railway  company  its 
own  terminal  at  every  point  on  the  coast,  was  a  tremendous  error 
on  the  part  of  the  otherwise  perfect  team  work  of  the  competing 
Railway  Corporations. 

A  Port  must  fundamentally  be  comprehensive,  if  it  would  be 
successful.  To  be  comprehensive  the  number  must  necessarily 
be  few  and  the  location  logical  with  respect  to  trade  routes,  com- 
mercial necessities  and  producing  or  consuming  areas. 

A  Port  grouped  in  name  only,  and  not  by  co-relation,  is  only 
a  slight  improvement  over  distinctive  units  in  the  one  city. 

It  cannot  be  expected  that  a  single  railroad  will  build  a  com- 
prehensive Port,  for  the  commerce  of  its  rivals.  A  single  City, 
however,  greatly  to  be  benefitted  by  the  Port,  cannot  be  expected 
to  finance  a  Modern  Scheme,  which  is  National  in  its  benefits. 
Coal,  Ore,'  and  other  bulk  freight  interests,  require  a  distince 
treatment,  but  even  these  interests,  in  most  cases,  may  be  hand- 
led economically  and  to  advantage,  in  a  Comprehensive  Port. 

But  when  it  comes  to  Agriculture  Produce,  the  vital  factor,  the 
life  giving  blood  of  a  nation;  the  necessity  of  a  Comprehensive 
Port  is  convincingly  apparent.  It  is  immediate  in  its  results. 
It  aids  production  and  it  cheapens  food  prices. 

General  Cargo  Ships  make  a  Port  successful.  General  Cargo 
Ships  are  attracted  to  a  Comprehensive  Port  where  ships  may  be 
loaded  with  general  merchandise,  with  a  supporting  cargo  of 

52 


grain  or  other  bulk  freight,  all  loaded  at  one  berth wi  thout  delay 
and  with  economy  in  Port,  and  handling  charges. 

The  Comprehensive  Port  is  the  Port  of  the  present  time.  It 
is  a  necessity  for  the  farmer.  It  is  reasonable  that  he  should  have 
it.  It  is  a  factor  which  will  make  success  rather  than  failure.  If 
such  a  Port  is  not  provided  for  the  farmer,  what  may  be  expected? 
He  will  undertake  to  provide  it  for  himself  and  possibly  not  along 
the  best  lines  for  other  interests,  of  the  country. 

The  farmer  has  found  that  by  Co-operation  he  can  build,  and 
own,  his  own  Grain  Elevators.  He  operates  them  according  to 
his  own  views,  and  to  his  own  advantage.  He  gets  satisfaction 
and  he  finds  that  it  pays:  It  pays  better  than  any  other  invest- 
ment in  which  he  can  put  his  cash,  if  he  has  any,  or  credit,  which 
he  can  usually  obtain. 

The  Farmers'  Country  Elevator  System  has  extended  to  the 
Terminal  Elevator.  Grain  is  only  one  of  the  products  of  the 
Farmer.  The  Port  Terminals  and  Marketing  Facilities  will  be 
the  next  undertaking  of  the  Farmer,  if  not  supplied  by  the  Nation 
or  the  State. 

The  co-operative  marketing  system  is  being  found  successful. 
Where  will  it  lead  to?  Wise  Counsel  and  Co-operation  with  the 
Farmer,  would  be  for  general  good. 

A  farmer  has  not  the  special  training  for  the  best  success  in  all 
these  special  branches  of  commercial  and  business  enterprises. 
The  Farmer  would  not  think  of  it  if  he  did  not  observe  the  success 
of  many  men  with  no  more  training  and  without  half  as  much 
energy  and  effort  as  it  required  for  successful  Production,  and 
especially  if  he  was  not  aware  of  the  difference  between  the  prices 
he  receives  and  what  the  consumer  pays. 

Frankly,  do  you  blame  the  farmer  if  he  "takes  matters  hi  to  his 
own  hands",  to  obtain  what  rightly  or  wrongly  he  considers  is 
his  just  due? 

The  tragdey  of  it  is,  the  certainty  of  a  movement  along  wrong 
lines.  A  successful  "buyer"  is  not  born,  he  is  made.  He  is  the 
survival  of  the  best  of  many  who  start  and  by  talent  and  indus- 
try, succeed.  The  same  applies  to  the  seller. 

53 


The  Farmer  understands  that  experience  is  required  for  both 
buying  and  selling.  If,  in  the  marketing  process,  his  interests 
are  safeguarded,  he  is  satisfied.  He  fears  the  speculative  buyer, 
and  he  distrusts  the  middleman.  His  efforts  to  obtain  his  due 
share  of  the  price  paid  by  the  consumer  for  his  products,  are  not, 
however,  revolutionary.  He  knows  that  his  demands  are  reason- 
able, and  if  he  is  not  given  marketing  and  handling  facilities 
which  he  considers  proper  for  the  handling  of  his  products,  he  is 
not  given  to  folding  his  hands. 

Later  on  Organized  Labour  will  join  the  Farmers  movement,  if 
the  prices  he,  the  consumer,  pays  does  not  bear  a  proper  relation 
to  the  price  obtained  by  the  Farmer. 

Why  not  anticipate  the  movement,  which  can  not  be  fully  and 
properly  developed  by  Farmers,  or  others  not  specially  trained 
along  these  special  lines?  Why  not  give  the  Farmer  the  facilities 
he  needs,  the  best  possible  price  obtainable,  and  the  marketing 
and  financial  facilities  which  the  Country  owes  him,  for  his  life  of 
hardship,  and  isolation?  Why  not  give  organized  Labor  cheaper 
necessities  of  life?  Production  is  necessary,  it  should  be  aided, 
labor  is  necessary,  it  should  be  encouraged. 

These  are  serious  questions  for  Transportation  Interest  for 
Merchants,  for  Exchanges,  for  Port  Authorities,  for  Board  of 
Trade,  for  Municipalities -and  for  States. 

Aid  to  the  Farmer  would  in  the  end  enrich  the  Transportation 
Interests  by  increasing  the  volume  of  freights.  The  Merchants 
would  have  a  larger  turn  over.  There  would  be  more  business  in 
all  directions,  and  to  the  community,  the  benefits  would  be 
general. 

God  knows,  Public  ownership  is  fundimentally  at  odds  wich 
the  principles  upon  which  the  world  has  prospered.  But  if  there 
is  one  exception  it  is  the  Port.  The  Port  is,  it  must  be,  a  com- 
munity interest.  If  provided  by  the  People  it  is  liable  to  furnish 
what  is  required.  If  operated  under  their  direction,  it  is  likely 
to  give  satisfaction;  duplication  will  be  avoided,  Economy  must 
result. 

To  be  successful,  a  Port  must  be  comprehensive,  co-ordinated 
and  self-contained.  A  Port  designed  in  the  Country's  interests, 

54 


may  be  built  with  the  Country's  credit,  and  should  be  a  credit  to 
the  Country. 

The  Ideal  Port  stands  for  cheap  transportation,  careful  hand- 
ling, safe  storage,  marketing  when  prices  are  favorable,  and  ship- 
ping when  tonnage  is  available.  It  results  in  economy  of  time, 
space  and  condition. 

This  type  of  Port,  will  surely  pay;  because  it  will  get  the  busi- 
ness. It  fears  not  competition. 

There  must,  however,  be  great  care  exercised  in  looking  to  the 
strategic  position  for  the  Port.  There  must  bs  business  in  view. 
The  site  must  be  ideally  located,  with  regard  to  population  and 
business  centres.  A  distinct  improvement  on  existing  facilities 
is  essential,  or  why  undertake  new  ones.  There  have  been  many 
failures  and  only  a  few  successes,  but  experience  is  a  good  teacher. 

It  follows,  therefore,  that  if  we  have  demonstrated  the  neces- 
sity of  the  Port  for  the  Farmer,  it  may  be  accepted  that  in  their 
own  interests,  the  Railway  interests,  the  Financial  Institutions, 
the  Commercial  Organization,  the  Shipping  Agencies,  the  Indus- 
trial Concerns,  the  Merchants,  the  Importing  Houses  and  the 
Exporting  Companies,  together  with  the  Co-operative  Societies 
will  give  their  support  to  the  Port  Development.  To  some  it 
will  at  first  be  a  sacrifice,  to  some  an  immediate  benefit,  but  to 
the  community  in  general,  no  possible  factor  could  bring  such 
immediate  and  lasting  advantages. 

On  the  other  hand,  the  Port  Project  must  be  designed  so  as  to 
retain  the  good  will  of  the  Community 

The  Farmer  requires,  and  -must  have  facilities  for  receiving 
caring  for,  storing,  marketing  and  shipping  his  products.  The 
interest  of  the  Farmer  and  the  interests  of  the  Port  Authority 
must  be  the  same,  economy,  care,  security  and  skill. 

The  Transportation  Companies  must  have  impartial  service. 
In  addition  to  up-to-date  facilities,  and  economical  equipment, 
the  Port  must  be  operated,  not  according  to  usual  public  service 
methods,  but  according  to  Commercial  standards,  where  effi- 
ciency receives  its  due  reward. 

The  Merchant  looks  to  an  attractive  location,  having  conven- 

55 


lent  access  and  the  most  modern  facilities.  For  his  merchandise 
he  must  have  safety  from  pilferage,  and  freedom  from  undue  fire 
hazard. 

For  the  Ship  there  must  be  a  safe  and  convenient  berth,  with 
sufficient  depth  of  water,  at  all  stages  of  the  tide;  convenient 
shore  offices  for  Agents  and  Officers;  freight  handling  facilities, 
and  such  labor  saving  device  as  may  be  economical ;  ample  transit 
shed  space,  trackage,  railway  sidings,  etc.,  as  will  permit  a  cargo 
to  be  discharged  and  a  full  cargo  loaded,  per  week,  at  each  berth. 
The  Port  facilities  in  general,  to  be  designed  for  a  maximum  ton- 
nage, and  to  eliminate  duplication  and  unnecessary  berths. 

The  governing  principles  in  Port  design  and  operation,  directly 
in  favor  of  Production,  are  also  the  principles  by  which  the  Port 
may  be  of  direct  benefit  to  the  general  commercial  prosperity  of 
the  Country. 

ECONOMY. — Transportation  and  handling  economy,  in  Port 
Costs,  should  add  a  distinct  percentage  to  the  price  paid  to  the 
producer. 

RECEPTION  AND  STORAGE. — The  producer,  during  the  harvest- 
ing season,  can  be  forgiven  if  he  is  anxious  to  have  another  man 
look  after  the  receipt,  condition  and  shipment  of  his  perishable 
products.  The  Port  may  supply  the  facilities. 

MARKETING. — To  obtain  his  due  share  of  the  consumers  buy- 
ing price,  is  the  dream  of  the  Farmer.  The  Port  may  do  more  in 
this  direction  than  any  other  institution. 

ADVERTISEMENT. — Judicious  advertisement  will  result  in  greater 
demand  for  products,  better  prices  and  in  foreign  cash.  A  suc- 
cessful Port  Market  makes  attractive  advertising. 

DIVERSIFIED  PRODUCTION. — A  comprehensive  Port,  will  result 
in  a  comprehensive  market,  more  widespread  shipments  and 
general  producing  and  transportation  prosperity. 

Georgia,  the  "Empire  State  of  the  South,"  can  produce  almost 
all  of  the  necessities  of  life,  and  most  of  the  luxuries.  It  should 
be  very  prosperous.  One  hundred  years  ago  it  was  the  sixth 
state  in  the  Union  in  the  value  of  her  exports. 

56 


The  numerous  cities  are  prosperous  even  though  manufactur- 
ing is  low  as  compared  with  the  average  in  the  United  States. 

It  has  been  said  that  City  Merchants  are  prosperous  because 
they  make  money  both  ways.  They  buy  and  sell  not  only  Georgia 
products  but  they  import  and  sell  hundred  of  millions  of  dollars 
worth  of  food  stuffs  annually  brought  from  other  States,  many 
being  capable  of  production  in  Georgia. 

How  splendid  the  efforts  of  educational  and  public  spirited 
leaders  who  have  been  engaged  in  attempting  to  solve  this  prob- 
lem of  producing,  rather  than  importing  articles  of  daily  use  and 
consumption,  which  could  be  produced  in  Georgia. 

Already  there  is  improvement  reported.  The  money  coming 
back  into  Georgia  is  now  considerably  in  excess  of  the  money 
paid  out  of  the  State,  and  this  is  a  sure  sign  of  permanent  pros- 
perity. 

A  STATE  PORT  WOULD  INCREASE  THIS 
IMPROVEMENT. 

The  Farmer  particularly  fears  "over  production",  many  of  his 
products  are  perishable.  The  market  is  frightfully  susceptible 
when  perishable  crops  are  abundant,  and  everybody  wants  to 
sell  with  the  resulting  sacrificial  prices. 

For  Cotton  there  is  a  stable  market  There  are  machinery, 
equipment,  and  financial  resources  to  handle  Cotton;  and  the 
producer  obtains  market  prices  and  immediate  returns,  without 
the  fear  of  "no  market,  perishable  loss,  or  sacrificial  prices." 

But,  as  a  result  of  necessity,  Cotton,  always  "King",  is  to  have 
rivals  in  Georgia.  There  will  be  a  surplus  of  many  valuable 
Georgia  products  available  for  sale  to  distant  markets,  if  they 
can  reach  these  markets  in  good  condition. 

Take  for  example  "Pecans" :  If  you  go  to  one  of  the  important 
cities  of  the  North,  in  February,  and  look  into  one  of  the  large 
storage  plants,  you  will  see  large  stocks  of  pecans  They  were 
bought  in  Georgia,  at  such  prices  as  could  be  obtained  when 
every  pecan  grower  desired  to  sell,  having  no  suitable  storage. 
They  were  purchased  by  speculators  and  shipped  to  the  North 

57 


and  only  put  on  the  market  in  small  quantities  and  at  high  prices. 
They  were  in  a  safe  cheap  storage  and  the  owners  could  afford  to 
wait. 

The  price  at  the  orchard  may  have  been  25  cents  per  pound. 
The  cost  in  the  best  shops  in  Buffalo,  Chicago,  Detroit,  Toronto 
and  Montreal,  from  $1.00  to  $1.60  per  pound,  and  they  cannot 
compete  with  almonds  from  the  Mediterranean. 

It  has  been  enunciated  that  the  producer  has  a  fundamental 
right  to  two-thirds  of  the  sale  price,  to  the  consumer,  for  products 
not  requiring  manufacture.  The  average  price  received  by  the 
pecan  growers  in  Georgia,  delivered  at  the  nearest  depot,  has 
been  given  as  25  cents  per  pound.  There  would  be  splendid 
money  in  them  at  35  cents  per  pound.  A  comparison  between 
approximate  actual  conditions  and  approximate  business  after 
the  State  Storage  and  Marketing  facilities  are  in  working  order, 
may  be  given  as  follows : 

Actual  present  conditions,  Pecans. — Producer  at  depot,  25c, 
buyer  lOc,  freight  to  New  York,  02c,  Cartage,  etc  ,  01  c,  inci- 
dentals, 02c,  Cold  Storage,  05c,  Speculators  profit  100%,  45c, 
freight  to  Montreal,  02c,  Duty,  12c,  Jobber,  06c,  Retail  in  small 
quantities  about  50%,  40c  making  the  price  to  the  Consumer 
$1.60;  the  actual  price  for  paper-shell  pecans  in  Montreal  in 
February  1922,  and  as  may  be  imagined  a  very  small  volume  of 
business. 

Only  a  few  years  ago,  however,  this  luxury  could  be  purchased 
in  Montreal  at  $1.25  per  pound,  and  there  was  a  considerable 
business. 

Probable  conditions  when  Cold  Storage  plant  is  in  operation  at 
Savannah,  Georgia: 

PECANS. — Producer,  35c,  Buyer,  05c,  Freight,  02c,  Inspection, 
etc.,  Olc,  Cold  Storage,  05c,  Sales,  05c,  Freight  to  Montreal,  02c, 
Duty,  12c,  Incidentals,  Olc,  Jobber,  07c,  Retail  large  quantities, 
25c,  making  the  price  sold  to  the  Consumer  $1.00.  At  $1.00  per 
pound  there  would  be  no  competitor,  and  the  market  for  Georgia 
Pecans  would  be  almost  unlimited. 

The  Port  Cold  Storage  warehouse  will  correct  many  an  injust- 
ice. There  will  be  fair  profit  to  buyers  and  sellers;  and  a  much 

58 


larger  volume  of  business.  It  will  bring  buyers  from  Northern 
Cities  to  Auction  Sales.  They  will  buy  for  the  requirements  of 
their  Community  and  have  regular  shipments  from  warehouses, 
during  the  winter.  The  turn-over  will  be  multiplied  ten-fold 
and  this  much  desired  delicacy  will  be  available  in  the  North,  at 
prices  which  will  compete  with  almonds,  walnuts,  and  brazil  nuts. 

Similarly  the  Cold  Storage  Warehouse  will  relieve  the  daily 
anxieties  of  the  Farmer  regarding  over  production,  forced  selling, 
selling,  speculative  buying,  eockages  which  he  cannot  successfully 
dispute,  shortage  of  cars,  harvesting  when  not  at  best  so  as  to 
permit  of  shipments  to  distant  points,  middle  men,  speculators 
and  unnecessary  handling. 

He  can  obtain  directions  as  to  condition,  container,  packing, 
inspection,  methods  of  transportation  and  then  deliver  by  motor 
truck,  or  forward  by  railway,  his  products  to  the  Port  Ware- 
house. Here  they  will  be  received  by  a  State  Employee  who  will 
inspect,  take  delivery  put  in  warehouse  and  give  a  warehouse 
receipt. 

Co-operatively,  auction  sales,  or  sales  according  to  sample, 
may  be  carried  on,  and  the  buyers  from  distant  cities  may  then 
order  regular  shipments  by  refrigerator  cars,  as  desired. 

It  will  increase  production,  it  will  add  to  the  selling  price,  it 
will  cheapen  food  to  the  consumer,  and  by  greater  volume,  there 
will  be  general  enriching  profits. 

This  is  one  phase  of  the  "Port  and  its  Relation  to  Production". 
It  could  be  written  and  its  "Relation  to  the  Farm". 

From  "Production"  we  may  turn  to  "Consumption". 

In  the  proper  balance  of  population  and  industry,  there  are 
consumers  who  must  buy  the  necessities  of  life.  Arguments 
have  been  advanced  that  the  Cold  Storage  Warehouse  keeps  up 
prices.  It  may  be  admitted  that  it  results  in  stable  prices,  and 
prevents  Saturday-night  bargains.  By  preventing  waste,  how- 
ever, it  adds  to  supply,  and  it  is  quantity  available  for  sale,  that 
regulates  the  price. 

Then  again,  if  the  season  for  an  attractive  and  useful  food  is 
made  three  months,  instead  of  one  month,  there  is  a  direct  econ- 

59 


omy  to  the  consumer  and  in  general  the  condition  of  all  foods 
offered  for  sale  is  improved. 

But,  what  about  the  Merchant?  The  Producer  is  a  reasonable 
man.  As  soon  as  he  receives  his  fair  share,  he  will  be  satisfied. 
It  is  injustice,  he  is  up  in  arms  against.  The  Merchant  will  have 
a  greater  turn-over.  There  will  be  safe  storage  for  perishable 
products.  He  need  not  add  a  high  percentage  to  his  price  to 
offset  usual  perishable  losses.  The  Merchant  will  prosper,  though 
the  Speculator  and  the  Jobber  may  disappear. 

Production  will  be  made  profitable  and  prosperous,  Industry 
and  Labor  will  be  encouraged  and  benefited.  Transportation 
will  be  bettered  by  the  increased  volume  of  freights.  Trade  will 
be  stimulated.  Banking  will  proportionately  increase,  and  the 
State  will  be  enriched  both  by  Population  and  Wealth. 

The  Port  relation  to  Production,  does  not  stop  at  the  ColP 
Storage  Warehouse.  Production  depends  to  an  important  extent 
on  Fertilization.  The  cost  of  fertilizers  is  an  important  item  in 
the  cost  of  production.  Fertilizer  materials  are  almost  all  im- 
ported. The  manufacture  of  fertilizers  is  being  carried  on  at 
many  inland  points.  The  tonnage  of  these  fertilizer  materials  is 
high.  The  Terminal  which  may  economically  unload  ships;  de- 
liver direct  to  cars;  or  store  and  ship  in  car  lots  to  suit  interior 
Factories,  will  aid  substantially  towards  cheapening  fertilizer. 
Raw  Products  manufactured  at  home,  either  for  consumption  or 
shipment  outside,  leaves  an  incredible  amount  of  money  in  the 
State. 

The  four  States;  Georgia,  Alabama,  South  Carolina  and  North 
Carolina;  expend  in  one  year  for  Fertilizer,  $162,000,000. 

The  total  expenditure  for  Fertilizer  in  the  United  States  amount- 
ed in  the  same  year  to  $326,000,000.  One-half  the  United  States 
Fertilizer,  and  more  in  other  tributary  States,  would  be  directly 
affected  by  economy  in  handling,  storing  and  shipping  Fertilizer 
to  the.  various  manufacturing  plants. 

How  much  would  that  feature  aid  Production? 

There  is  also  Cotton.  How  can  the  Port  aid  Cotton  Produc- 
tion? This  is  a  serious  question.  There  are  facilities,  and  excel- 
lent cotton  in  Savannah.  But  does  Savannah  ship  as  much  cot- 

60 


ton  from  Georgia  and  from  tributary  territory  as  she  logically 
should?  If  not,  why  not? 

Why  should  not  Savannah  be  the  great  central  cotton  market 
of  the  South?  There  is  everything  to  be  gained.  "Georgia  cot- 
ton direct  from  a  Savannah  Cotton  Market  to  the  consumer",  is 
logical  and  it  would  bring  to  Savannah  incalculable  returns.  The 
Savannah  Cotton  Merchants  are  equal  to  the  occasion.  They 
have  no  superiors  in  New  York  or  Liverpool.  The  Banking 
Houses  of  Savannah  are  more  than  able  to  cope  with  the  financial 
requirements. 

In  order,  however,  to  realize  this,  Savannah  must  be  made  a 
superior  storage  and  shipping  point,  to  New  Orleans,  Galveston, 
Charleston,  Brunswick,  Mobile,  Norfolk  and  New  York. 

If  Savannah  became  the  Cotton  Centre,  with  cheap  handling, 
safe  storage,  and  convenient  shipping  facilities,  Savannah  would 
not  be  the  Third  Cotton  Port  in  the  South,  but  the  First. 

Naval  Stores  is  another  instance  of  a  relation  between  the 
Port  and  Production 

Mr.  Ucker  made  a  public  statement  that  there  are  thousands  of 
acres  of  the  Coastal  Plain  of  the  South,  suitable  only  for  the  pro- 
duction of  Lumber  and  Naval  Stores.  That  with  the  natural 
phenomenal  growth  of  Pine  in  this  area,  naval  stores  for  which 
there  has  been  found  no  substitute,  will  continue  to  be  a  product 
for  export. 

Naval  Stores  is  also  a  matter  of  heavy  tonnage,  and  by  facilities 
a  great  saving  may  be  affected  by  proper  Port  lay-out. 

The  Relation  of  the  Port  to  Production  may  be  particularly 
exemplified  by  the  value  of  Facilities  of  the  Storage  and  Handling 
of  Grain. 

One  would  expect  the  success  of  the  Montreal  Terminals,  where 
with  Grain  Elevator  capacity  of  only  ten  million  bushels;  installed 
at  a  cost  of  less  than  eight  millions  of  dollars;  JUST  UNDER  140 

MILLION  BUSHELS  OF  GRAIN  WERE  RECEIVED  AND  SHIPPED  IN  1921. 

And  more  was  offered  if  there  had  been  sufficient  accomodations. 
Practically  none  of  that  grain  was  grown  within  a  distance  of  one 
thousand  miles  of  Montreal. 

61 


Fifteen  years  ago  there  was  a  Modern  Elevator  in  Montreal 
Harbor,  but  for  two  or  three  years  the  business  did  not  pay  the 
operating  expenses,  much  less  the  interest  on  cost.  By  Co-ordi- 
nation of  facilities,  resulting  in.  a  Port,  attractive  to  Ships  and 
economical  to  the  shippers,  the  record  of  Grain  Shipments  for 
1921,  may  be  explained. 

The  following  figures  for  1921,  show  the  quantity  shipped  by 
Montreal  in  her  seven  months  season  of  navigation  as  compared 
with  twelve  months  season  at  the  other  ports : 

Montreal 138,453,980  Bushels 

Galveston 94,173,049  Bushels 

New  York 84,698,581  Bushels 

New  Orleans 73,689,309  Bushels 

Baltimore 55,314,808  Bushels 

Philadelphia 46  ,749  ,286  Bushels 

Portland,  Me.. 13,859,040  Bushels 

St.  John,  N.  B 10,638,339  Bushels 

New  Port  News 485,118  Bushels 

It  is  an  Act  of  God,  that  the  rich  No.  1  Wheat  growing  areas 
of  America  are  largely  in  the  far  West  and  North  West. 

But  there  are  immense  areas  in  the  South  and  Middle  West, 
where  corn  and  soft  grains,  such  as  oats,  barley,  etc.,  grown  as 
no  where  in  the  world;  and  this  area  is  just  as  tributary  to  Savan- 
nah as  the  West  and  North  West  is  to  Montreal. 

The  Farmers  are  vitally  concerned  in  saving  a  fraction  of  a 
cent  per  bushel  even  on  a  million  bushels,  and  more  especially  on 
hundreds  of  millions.  There  are  many  grain  routes  via  Ocean 
Ports.  The  freight  rate,  is  in  many  cases  the  same,  but  if  there 
is  an  excess  cost  in  the  Port  of  a  fraction  of  a  cent  a  bushel,  some- 
body loses  it,  and  take  it  from  me  it  is  the  Farmer. 

FREDERICK  W.  COWIE, 
JULY  15th;  1922. 

62 


THE  PORT  OF  SAVANNAH 

AND 

THE  TRANSPORTATION  PROBLEM 
What  is  the  Transportation  Problem? 
How  may  the  Port  of  Savannah  help  to  solve  it? 

These  are  two  questions,  one  of  which  any  Georgian  may  ask, 
and  the  other  which  every  Savannahian  should  be  ready  to  answer. 

The  Middle  West,  the  South,  and  Georgia  have  the  necessity, 
they  have  the  opportunity  of  increasing  Production.  It  may  be 
as  easy  to  produce  in  Georgia,  as  in  the  Mississippi  Valley;  it  may 
be  easier,  but  transportation  may  favor  production  in  one  dis- 
trict, and  discriminate  against  it  in  the  other. 

Transportation  therefore  is  one  of  the  prime  factors. 

A  most  magnificient  Organization  and  some  of  the  best  minds 
in  the  Country,  are  engaged  on  the  one  Question  of  Freight  Rates. 
Their  object  is  to  aid  Production  and  to  cheapen  the  Necessities 
of  life. 

But  there  are  other  factors  besides  freight  rates. 

The  Port  in  some  cases  is  a  greater  factor  than  freight  rates, 
and  all  cases  is  of  prime  importance,  and  in  every  case  it  is  the 
the  easiest  to  Ameliorate. 

In  addition  to  aiding  Production,  Transportation  pays  tolls 
along  the  line  of  route. 

A  City  is  prosperous  or  otherwise  according  to  its  Railway 
Connections.  A  State  may  develop  or  go  behind,  according  as  to 
whether  her  Lines  of  Transportation  are  flourishing  or  not. 

To  have  Transportation  in  a  State  and  through  a  State,  we 
must  have  Port  Facilities. 

Cotton  will  serve  as  one  illustration: 

From  Official  Records,  one-third  of  the  Cotton  grown  in  the 
United  States,  is  produced  in  Georgia  and  the  four  adjoining 
States,  all  of  which  would  be  naturally  tributary  to  a  Port  at 
Savannah. 

63 


Assuming  the  Annual  Crop  at  15,000,000  bales,  and  allowing 
one-third  to  be  manufactured  in  the  South,  there  would  be  a 
balance  of  10,000,000  bales  for  shipment  by  one  of  the  various 
routes,  one-third  or  3,300,000  bales  naturally  tributary  to  Savan- 
nah. 

What  better  solution  of  the  Transportation  Problem,  than  the 
Establishment,  by  Georgia,  of  a  Port,  which  will  not  only  attract 
Ships  by  its  offer  of  Comprehensive  Cargoes,  but  by  Co-ordina- 
tion of  Facilities  and  Mechanical  Handling,  will  reduce  Port 
Costs,  so  that  with  the  lower  Ocean  Freight  Rates,  SAVANNAH 
WILL  BE  ON  A  PAKITY  WITH  THE  PORT  OF  NEW  ORLEANS  EVEN 
FOR  OKLAHOMA  COTTON. 

It  is  only  necessary  to  Study  the  Port  Tariffs  on  Cotton :  In- 
surance may  be  reduced,  on  an  average  of  10  cents  per  bale; 
Lighterage  and  Barge  loading  may  be  eliminated,  resulting  in  a 
saving  of  20  cents;  Port  Handling  Costs  may  easily  be  reduced 
by  15  cents;  Distributing  Economy  10  cents;  Ocean  Freight  Dif- 
ferential 35  cents;  making  90  cents  per  bale,  which  is  exactly  the 
difference  between  the  Freight  Rate  from  "Oklahoma  to  Savan- 
nah, as  compared  with  New  Orleans. 

WHAT  WOULD  IT  MEAN  TO  SAVANNAH  DURING  YEARS  OF  A 
SHORT  GEORGIA  CROP? 

The  Cotton  movement  would  probably  be  a  more  favorable 
Transportation  and  Port  Business  than  any  other;  which,  by  co- 
operation between  the  Railways,  the  Port,  the  Steamships,  the 
Merchants,  and  the  Financiers;  could  be  diverted  to  a  Modern 
Port  at  Savannah  by  organized  GUNNING  for  it. 

The  Cotton  business  alone,  would  pay  a  large  proportion  of  the 
Port  Development,  and  every  man  and  every  business  in  Georgia 
would  benefit. 

Grain  is  another  commodity,  of  prime  value  to  Transportation 
and  Port  Business. 

The  ratio  of  the  Port  Costs  to  general  Freight  Rates  is  com- 
paratively low,  but  in  this  case  the  Grain  Owners,  control  the 
route,  and  it  is  well  known  that  Ships,  Port  Facilities,  Convenient 
and  Safe  Elevators,  and  no  Demurrage,  are  factors,  which,  with 

64 


Standard  Official  Freight  Rates,  govern  the  Grain  Owners  in 
their  choice  of  route. 

On  the  other  hand,  a  Port  without  Grain  Handling  Facilities,  is 
like  a  Bank  without  silver  coin.  A  customer  will  go  to  the  next 
Bank,  where  he  can  obtain  both  notes  and  silver.  Similarly 
with  Ships.  The  certainty  of  being  able  to  obtain  a  certain 
amount  of  Grain  is  a  great  inducement  for  Ship  Owners  to  send 
their  Ships  to  a  Port.  It  makes  the  Port  more  Comprehensive. 

Grain  products,  flour,  etc.,  are  also  important  items  of  Trans- 
portation. Wheat  may  be  handled  from  the  Railway  car  into 
the  Ship  at  50  cents  a  ton,  but  Flour  under  ordinary  Port  Con- 
ditions, costs  over  double  the  cost  for  Wheat.  In  the  one  case, 
modern  mechanical  facilities  designed  for  a  large  movement  have 
reduced  the  costs,  while  flour,  being  comparatively  new  as  a 
heavy  movement,  has  not  received  the  same  attention  by  Port 
Authorities. 

A  careful  study  is  recommended  of  the  Census  of  Agriculture 
of  1920,  and  the  summary  prepared  under  the  supervision  of  the 
Chief  Statistician  for  Agriculture.  A  copy  of  this  summary  and 
other  Official  Documents  were  kindly  furnished  by  the  Hon. 
William  J.  Harris,  of  the  United  States  Senate. 

Transportation  Authorities,  and  I  know  of  no  better  than 
Charles  T.  Airey,  Vice-President  and  Traffic  Manager,  Central 
of  Georgia  Railway  Company;  give  the  assurance  that,  in  general, 
with  modern  economical  Port  Facilities  at  Savannah,  Transpor- 
tation conditions  would  favor  a  heavy  movement  from  the  fol- 
lowing areas: 

Georgia  The  State 

South  Carolina  one-half 

Tennessee  one 

Kentucky  One 

Ohio  one-quarter 

Indiana  one-half 

Illinois  one-half 

Iowa  one-quarter 

Missouri  one-half 

Arkansas  one-quarter 

Mississippi  one-quarter 

Alabama  one 

65 


THE  VALUE  OF  ALL  FARM  CROPS  in  the  United  States  is  given 
as  14,755  millions.  THE  VALLUE  for  the  area  included  in  the 
States  and  partial  States,  given  above,  is  given  as  3,284  millions. 

OR   APPROXIMATELY    ONE-FIFTH. 

THE  PRODUCTION  OF  CORN  in  the  United  States  is  given  as  2,346 
million  bushels.  The  production  in  the  twelve  States  or  partial 
States,  is  given  as  699  millions  OR  OVER  ONE-QUARTER. 

WHEAT   ONE-NINTH;   OATS   ONE-EIGHTH;   and   BARLEY,   RYE, 

ETC.,  in  SIMILAR   PROPORTION. 

With  navigation  conditions  favorable  all  the  year  round,  is  any 
further  argument  required  regarding  the  value  at  Georgia  Port  of 
Facilities  for  the  Storage  and  Handling  of  Grain. 

In  general,  the  Transportation  Problem  of  the  South  and 
Middle  West,  may  be  considered  as  follows : 

1.  Transportation  between  Interior  Production  Points  and 
the  Port. 

2.  Port  Facilities  and  Costs. 

3.  Ocean  Freights. 

(1)  A  careful  study  of  Railway  Freight  Rates  results  in  the 
assurance  that  the  Port  of  Savannah,  is  in  a  very  favorable  posi- 
tion, from  Production  centres  in  the  Middle  and  South  West,  as 
compared  with  North  Atlantic  Ports,  but  at  a  disadvantage  a? 
compared  with  her  important  competitor,  New  Orleans. 


66 


The  following  table,  from  figures  supplied  by  the  Savannah 
Traffic  Bureau,  is  of  considerable  interest: 

CLASS  RATES  FOR  EXPORT,  SHIPSIDE  DELIVERY,  EFFECTIVE 
JUNE  30,  1922 

FROM  TO  First  Second  Third  Fourth  Fifth   Sixth 

Class  Class  Class  Class  Class  Class 


CHICAGO 

New  York 

1 

.57* 

1 

.38* 

1.05 

.73* 

.63 

.52* 

South  Atlantic  Ports 

1 

.50 

1 

.32 

1.00 

.70 

.60 

.50 

New  Orleans 

1 

.50 

1 

.32 

1.00 

.70 

.60 

.50 

DETROIT 

New  York 

1.23 

1 

.08 

.82 

.57* 

.49 

.41 

Sout  hAtlantic  Ports 

1 

.17* 

1 

.02* 

.78 

.54* 

.46 

.39* 

New  Orleans 

1 

.17* 

1 

.02* 

.78 

.54* 

.46* 

.39* 

INDIANAPOLIS 

South  Atlantic  Ports 

1 

.39* 

1)22* 

.93* 

.65* 

.56 

.46* 

New  Orleans 

1 

.39* 

1 

.22* 

.93* 

.65* 

.56 

.46* 

CLEVELAND 

New  York 

1 

.12 

.98* 

.74* 

.52 

.44* 

.37* 

South  Atlantic 

Ports 

.06* 

.94 

.71* 

.50 

.42* 

.35* 

New  Orleans 

1 

.06* 

.94 

.71* 

.50 

.42* 

.35* 

ST.  LOUIS  New  York  1.84*1.62    1*23       .86       .73*     .61* 

South  Atlantic  Ports     1.71*  1.50*  1.13*     .78       .66       .54* 
New  Orleans  1 .36*  1 .2q*     .91*     .64       .54*     .  45 

CINCINNATI       New  York  1.37     1.20*     .91*     .53       .45       .37 

New  Orleans  1.28    1.13       .85*     .60       .51*     .42* 

LOUISVILLE        New  York  1.57*1.38*1.05       .73*     .63       .52* 

South  Atlantic  Ports    1.19    1.04       .78       .53       .45       .37 
New  Orleans  1.28    1.13       .85*     .60       .51*     .42* 

This  shows  that  from  these  points  class  rates  favor  Savannah 
over  New  York  in  every  instance,  and  with  one  exception,  better 
or  equal  to  the  Port  of  New  Orleans. 

(3)  As  regards  Ocean  Freight  Rates,  North  Atlantic  Ports, 
take  the  Normal  Rate.  South  Atlantic  Ports  7>£  cents  per  100 
Ibs.,  higher,  and  New  Orleans  another  7>£  cents  increase. 

Considering  Transportation  therefore,  as  a  whole,  it  is  "Any- 
body's" Business,  as  regards  Freights  both  Railway  and  Ocean; 
and  the  vital  factor  is 

THE  PORT,  AND  COMMERCIAL  INFLUENCES;  and  these  factors 
of  the  Transportation  Problem  are  both  capable,  in  a  marked  de- 
gree, of  solution. 

67 


MONTREAL,  IN  THE  NORTH,  has  demonstrated  a  solution  by 
offering,  WITH  SUCCESSFUL  RESULTS,  A  MODERN,  COMPREHEN- 
SIVE, CO-ORDINATED,  CONCENTRATED,  PORT  SYSTEM. 

NEW  ORLEANS,  ON  THE  GULF,  is  SOLVING  THE  PROBLEM  AS 
REGARDS  FREIGHTS,  BUT  CANNOT  BE  COMPREHENSIVE  AS  REGARDS 
PASSENGER  BUSINESS. 

SAVANNAH  HAS  A  WONDERFUL  OPPORTUNITY,  ON  THE  SOUTH 
ATLANTIC. 

Why  is  the  Port  of  New  York  so  successful? 

• 

New  York  is  a  comprehensive  Port.  A  ship  from  any  Port  in 
the  world  may  find  in  New  York,  any,  and  every  class  of  freight, 
and  may  deliver  practically  every  known  product,  to  a  buyer,  at 
market  prices. 

New  York  is  known  to  have  Ships  and  facilities  for  Cargoes,  to 
and  from  every  Port  in  the  world. 

The  New  York  Financial  Interests,  other  things  being  nearly 
equal,  favor  their  Home  Port. 

The  Great  New  York  Railway  Systems,  have  such  extensive 
facilities  and  such  immense  investments,  that  they  have  to  handle 
an  immense  volume  of  traffic  to  make  them  pay;  and  as  grades 
and  route  are  naturally  favorable,  New  York  gets  the  business. 

But  there  are  examples  of  Great  Ports,  entrenched  and  secure 
as  they  considered  themselves,  which  have  had  to  yeild  to  more 
modern  rivals.  Even  now,  New  York  financiers  are  discovering 
that  "other  things  are  not  equal",  and  are  diverting  immense 
volumes  of  business  through  Montreal  and  New  Orleans. 

Why  not  a  South  Atlantic  Port?     Why  not  Savannah? 

SAVANNAH  HAS  A  SPLENDID  SHIPPING  AND  FINANCIAL  INTER- 
ESTS, AND  SHE  HAS  A  PORT  PROJECT,  READY  FOR,  AND  WORTHY 

OF  THE  STATE. 


68 


SITE  OF  PROPOSED  PROJECT. 

It  has  been  argued  that  Location  is  one  of  the  most  important 
principles  to  be  considered  in  connection  with  successful  Port 
Development.  It  has  been  demonstrated,  by  example,  that  a 
good  Location  has  been  the  prime  factor  in  connection  with  the 
success  of  some  of  the  most  important  Ports  in  the  world.  In 
certain  Ports,  where  fundamental  difficulties  in  the  way  of  the 
development  of  port  commerce,  were  serious,  a  judicious  Loca- 
tion, in  a  great  measure,  resulted  in  offsetting  the  unfavorable 
conditions. 

Such  examples  as  Hamburg,  Liverpool,  Seattle,  New  Orleans 
and  Montreal  have  their  successful  Port  Units  located  in  very 
close  relation  to  their  business,  financial  and  industrial  districts. 

In  other  cases  of  Ports,  successful  in  the  past,  the  success  was 
due  in  a  great  measure  to  the  Location  of  their  Docks.  By  not 
conserving,  however,  the  valuable  adjoining  water-front,  and  by 
not  providing  for  future  development  in  the  central  Locations, 
many  of  these  Ports  now  find  themselves  in  a  critical  condition 
for  the  future.  Successful  industrial  development  owes  much  of 
its  success  to  Location.  Industrial  development  has,  therefore, 
secured  sites,  more  valuable  on  account  of  Location  with  water- 
front privileges,  and  having  established  themselves  successfully, 
hold  their  property  rights  at  a  very  high  value. 

Port  Development,  therefore  has,  in  such  cases,  the  choice  of 
dis-establishing  successful  business  and  paying  high  prices  for 
the  necessary  water-front  and  for  terminal  connections,  or  follow- 
ing along  the  shore  front  to  the  nearest  available  free  Location, 
and  locating  their  Extensions  at  obviously  unattractive  Locations. 

It  is  not  necessary  to  demonstrate  this,  principle  by  example. 
It  is  the  complaint  of  the  Port  Authorities  in  almost  every  Port 
in  North  America. 

It  may  be  assumed  therefore  that  Location  has  been  one  of  the 
important  principles  adopted  in  connection  with  the  design  of  the 
proposed  GEORGIA  STATE  PORT  TERMINALS,  and  that  possible 
Future  Enlargement,  was  also  adopted  as  the  secondary  principle. 

69 


The  Location  chosen  cannot  fail  but  be  attractive  to  Citizens 
generally,  to  Business  and  Commercial  Interests,  to  Transporta- 
tion Organizations,  to  Economical  Construction  and  Up-keep,  to 
Ships  and  to  the  City  of  Savannah. 

CITIZENS. — The  proposed  Location  will  be  convenient  alike  for 
the  Citizen  in  his  automobile,  for  the  operator,  to  and  from  daily, 
by  Street  Railway  belt-line,  for  the  transient  by  Taxi,  or  for 
Merchants  and  his  express  deliveries.  It  will  offer  a  site  for  a 
Municipal  "Pier"  within  three-quarters  of  a  mile  of  the  City  Hall. 
It  will  still  be  the  Central  Location  for  the  future  Savannah 
of  one-half  a  million  of  inhabitants. 

BUSINESS  AND  COMMERCIAL  INTERESTS. — Business  concentra- 
tion is  one  of  the  fundamental  principles  of  successful  America. 
Financial  Institutions  make  the  center,  and  it  is  rare  that  the 
financial  district  is  not  the  nerve  center  of  the  business  community. 
Surrounding  the  financial  center,  is  the  Commercial  district  where 
the  busy  man  seriously  regards  "time  and  space". 

The  financial,  commercial  and  business  districts  of  Savannah  are 
extraordinarily  well  located.  From  the  center  the  distance  to 
the  intensified  units  of  the  proposed  Port  Terminals  will  be  about 
three  quarters  of  a  mile.  The  approaches  will  be  superb.  "Time 
and  Space",  will  be  reduced  to  a  minimum. 

TRANSPORTATION  ORGANISATIONS. — A  study  of  the  district  map 
of  Savannah  cannot  fail  but  to  impress  the  Surveyor  of  Port 
facilities,  with  the  wisdom  and  skill  of  the  Railway  Projectors  in 
connection  with  the  Location  of  their  City  Terminals.  Every 
quarter  or  district  of  the  City  is  served.  The  future,  with  prob- 
able immense  increases  in  business,  and  population,  has  been 
safe-guarded,  as  well  as  the  present  City  of  100,000  inhabitants, 
with  its  central  commercial  district,  and  railway  terminals  so 
complete,  and  well  co-ordinated.  Present  conditions,  as  regards 
local  switching,  and  interchange  of  freight  traffic  cannot  be 
equaled  by  any  other  City  in  America.  In  addition  to  this  the 
City  holds  the  key  to  the  future  local  interchange  of  traffic  to 
the  site  of  the  State  Terminals.  New  business,  and  increased 
traffic,  and  the  economical  handling  of  port  freights,  will  be  as 
attractive  to  the  Railway  Organizations  as  to  the  State  and  City 
generally. 

70 


ECONOMICAL  CONSTRUCTION. — According  to  Mr.  Rockwell, 
City  Engineer,  the  site  chosen  cannot  fail  but  result  in  Economi- 
ca*  Port  Construction  and  Maintenance.  Fresh  water  conditions 
will  relieve  the  Port  Authorities'  minds  from  the  danger  of  the 
Super-Teredo.  There  will  be  no  danger  from  frost  or  ice  action. 
There  will  not  be  the  menace  of  Tidal-wave  or  Flood.  There 
will  be  no  rock  removal  or  difficult  and  costly  construction  work. 
The  material  from  the  proposed  Basins  will  balance  the  quantity 
required  to  raise  the  grade  of  the  site  to  the  proposed  height.  The 
sub-soil  will  always  be  saturated,  and  the  wooden  piling  under 
the  Port  Structures;  permanent.  Almost  all  of  the  materials  of 
construction  are  available  in  Georgia.  Local  Construction  Or- 
ganizations, are  equal  to  any  proposition.  Labor  conditions  in 
Savannah  are  regarded  as  the  best  in  America. 

As  regards  economy  of  Port  Construction,  therefore  Savannah 
may  be  assured  of  having  conditions  equal  to  any  other  Port  in 
North  America,  if  not  very  greatly  superior. 

SHIPS. — The  Project  has  been  located  and  designed  to  be  at- 
tractive to  Ships.  The  Location,  so  near  to  the  City  Centres. 
The  berths  so  closely  co-ordinated  with  the  Shipping^  Offices. 
Th  Ship  so  safe  from  all  possible  dangers.  Rival,  Competing 
Ships,  in  adjoining  berths,  in  fact,  every  known  desirable  facility 
for  the  officers  and  men  of  the  merchant  marine,  will  offer  a  very 
great  inducement  to  Ships  once  visiting  the  Port  to  return. 

CITY  OF  SAVANNAH. — The  City  of  Savannah  should  be  congrat- 
ulated upon  having  Banking,  Commercial,  Railway  and  Shipping 
Organizations  equal  to,  and  prepared  for,  a  very  high  order  of 
Civic  Progress  in  connection  with  Port  Development.  Savan- 
nah may  be  in  fact,  the  Commercial  Metropolis  of  the  ''Empire 
State  of  the  South",  as  New  York  is  the  Commercial  Metropolis 
of  the  "Empire  State  of  the  North".  The  Institutions,  Organ- 
izations, Brains,  and  Public  Spirit  Zeal,  are  all  present  and  avail- 
able. 

City  Organizations  is  also  of  a  very  high  order.  Water  supply 
perfect,  Health  Welfare  seriously  conserved  and  Police  and  Fire 
Protection  excellent.  When  one  reads  the  history  of  Savannah 
and  sums  up  the  difficulties  that  have  been  over-come,  it  is  easy 
to  imagine  what  is  possible  in  the  Future.  Public  Spirit  has 

71 


made  more  than  one  ^ort,  and  Public  Spirit  may  be  expected  to 
make  Georgia  a  great  State,  and  Savannah  a  Great  Port. 

The  Port  project  will  not  interfere  with  ideal  City  Planning. 
The  Project  is  being  designed  with  due  Architectural  Features. 
The  approaches  and  lay-out,  will  be  equal,  if  not  better,  than  at 
any  Port  on  the  Continent. 

In  connection  with  the  Port  Project  it  may  be  expected  that 
the  motor-car,  motor-trucks  and  trailer,  not  only  from  Interior 
Points,  but  from  the  City  Industries,  Railway  Terminals  and 
Warehouses,  will  result  in  the  intensified  use  of  certain  of  the 
City  and  District  Highways.  For  economy  and  for  safety,  the 
Port  Project  is  designed  to  eliminate  entirely  level  crossings 
within  the  limits  of  the  new  Terminals.  It  may  be  necessary  for 
Savannah  to  adopt,  to  some  extent,  the  same  principle,  in  this 
respect  as  is  being  adopted  by  competing  Cities.  Civic  Authori- 
ties in  Savannah  have  already  given  consideration  to  this  import- 
ant subject,  as  a  necessity  even  within  Port  Development,  and 
the  new  Port  Project  is  being  designed  to  give  a  lead  to  this  di- 
rection. 

From  the  corner  of  President  and  Randolph  Streets,  the  Port 
Project,  has  in  view,  a  viaduct  connecting  with  all  the  Port 
Terminal  Units;  and  extending  from  the  Western  to  the  Eastern 
limits  of  the  new  Port  Terminals.  From  the  Western  limits,  the 
City  has  a  right-of-way  through  to  the  Deptford  Tract,  which 
will  in  the  near  future,  become  a  rich  and  important  industrial 
development  district. 

The  letter  of  Mr.  W.  O'D.  Rockwell,  City  Engineer,  dated 
April  10,  1922,  and  the  accompanying  plan,  gives  information  not 
only  precise,  but  the  result  of  experience  and  Official  knowledge. 

April  10,  1922. 

"Mr.  Frederick  W.  Cowie,  Consulting  Engineer, 
%  Hon.  S.  G.  McLendon,  Secretary  of  State, 
Atlanta,  Ga. 

Dear  Sir:— 

I  am  forwarding  today  a  map  showing  the  property  which 
may  be  available  as  a  site  for  the  proposed  state  port  termi- 

72 


nals.     A  key  map  showing  Savannah  and  vicinity  and  the 
various  railways  entering  the  City  is  also  enclosed. 

I  have  endeavored  to  show  on  this  map  not  only  the  prop- 
erty lines  but  all  structures  that  would  likely  interfere  with 
or  which  would  have  to  be  considered  when  making  the  de- 
sign of  the  project.  You  will  note  that  the  buildings  are 
wooden  sheds  of  not  a  very  permanent  construction  and 
could  therefore  be  eliminated  or  incorporated  in  the  design 
as  was  thought  best.  There  are,  as  far  as  I  know,  no  natural 
obstructions  to  any  plan  that  might  be  proposed.  The 
general  surface  elevation  above  the  river  is  such  that  exca- 
vated material  from  the  several  slips  or  basins  will  just  about 
raise  the  adjacent  lands  to  a  convenient  height  above  ths 
river  and  all  excavation  can  be  done  by  large  dredged.  Of 
course  all  heavy  buildings  would  require  pile  foundations. 

On  the  key  map  the  railways  now  entering  the  City  and 
reaching  the  proposed  site  are  shown  in  heavy  black  lines. 
I  have  shown  in  red  a  proposed  belt  line  but  do  not  think 
this  line  necessary,  be  ause  both  the  A.  C.  L.  Railway  and 
the  Central  Railway  already  reach  the  site,  the  A.  C.  L. 
being  double  track  through  the  City  and  the  Central  Railway 
double  track  part  of  the  way. 

From  the  above  description  and  maps  it  would  seem  that 
the  engineer  designing  terminals  for  which  this  site  was  used 
would  have  a  free  hand  to  do  whatever  was  required  in  order 
to  make  a  most  complete  and  modern  port  terminal. 

Yours  very  truly, 
(Signed)  W.  0.  ROCKWELL, 
City  Engineer." 

The  preliminary  report  to  the  Harbor,  Port  and  Terminal 
Commission  of  Georgia,  dated  April  15,  1922,  contains  the  follow- 
ing recommendations : — 

"According  to  every  required  principle  upon  which  a  splendid 
picture  of  an  attractive,  competing,  far  reaching,  beneficial,  State 
Ocean  Terminal,  could  be  measured,  this  Location  fulfills  the  test.', 

"The  first  unit  would  be  three-quarters  of  a  mile  from  the  City 
Hall." 

73 


"WITH  THIS  SITE,  SAVANNAH  OFFEks  A  SITUATION  FOR  THE 
STATE  PORT  TERMINALS,  WHICH  is  UNEQUIVOCALLY  ENDORSED." 

"Without  this  site,  Savannah  must  necessarily  be  turned  aside, 
and  Brunswick  recommended." 

It  will  thus  be  seen  that  the  recommendation  of  the  proposed 
Georgia  Port  Terminals  at  Savannah,  is  based  upon  a  very  de- 
sirable Location.  In  the  resolution  of  the  Harbor,  Port  and 
Terminal  Commission  of  Georgia,  passed  at  Savannah  on  April 
15,  1922,  it  is  recorded  as  follows:— 

"Report  on  the  Proposed  Location  of  the  State  Terminals,  and 
same  is  favorable  to  Savannah,  provided  that  certain  designated 
property  is  given  free  to  the  State,  to  be  used  by  the  State  for  a 
Terminal  Site. 

VE  IT  RESOLVED,  That  if  the  City  of  Savannah  will  furnish  this 
site,  and  also  the  further  survey  and  the  necessary  plans  drawn  in 
keeping  with  the  results  of  that  survey,  in  order  that  the  com- 
plete proposal  may  be  presented  by  the  Commission  to  the  next 
Session  of  the  Georgia  Legislature,  and  if,  after  this  survey  is 
completed,  and  a  recommendation  of  state  owned  Terminals 
seems  financially  justified  from  the  viewpoint  of  the  creation  and 
conservation  of  the  resources  of  the  producer,  and  prospective 
superior  market  facilities,  and  from  revenues  coming  from  other 
States  as  the  result  of  superior  coastal  concentration,  loading  and 
shipping  facilities,  the  Commission  will  recommend  that  the 
Terminals  be  built  at  Savannah. 

FREDERICK  W.  COWIE, 
July  15th,  1922. 


EXTENT  OF  ACCOMODATIONS  REQUIRED  FOR 
STATE  PORT  TERMINALS. 

Baltimore,  with  the  competition  of  New  York,  Philadelphia 
and  Norfolk,  has  a  fifty-two  and  a  half  million  dollar  Project, 
Authorized  by  the  Legislature,  for  the  Development  of  the  Port. 

The  Port  Development  Commission  of  that  City  has  officially 
adopted  the  McComas  Group  Project,  provided  for  nine  piers,  or 
accomodations  for  over  thirty-five  Ships.  Other  groups  of  piers 
are  also  recommended  by  the  Harbor  Engineer  for  future  Exten- 
sions. 

This  is  typical  of  the  proposed  development  in  other  Ports  in 
America,  such  as  New  Orleans,  New  York,  Montreal,  Htlif ax,  etc . 

The  Savannah  Port  Terminal  Project  is  designed  to  provide 
new  accomodation  for  a  much  more  limited  number  of  Ships,  al- 
though future  extensions  are  provided  for;  but  in  addition  to 
piers,  sheds  and  berths,  Comprehensiveness  is  featured. 

The  First  Stage  will  result  in  a  Working,  Co-ordinated  group 
of  Units,  sufficient  for  the  present,  and  which  is  more  in  keeping 
with  the  ideas  of  the  Georgia  State  Port  Terminal  Commission. 

It  is  to  be  a  Concentrating  and  Marke'ing  Port,  designed  to 
grow  with  the  business. 


75 


STATE  PORT  TERMINALS 
UNITS  INCLUDED  IN  THE  PROJECT 

The  projected  State  Port  Terminals,  at  Savannah, 
have  been  designed  on  modern  principles  of  port  success. 
They  have  been  designed  to  attract  new  business  and  to 
encourage  transportation,  through  the  port. 

The  principles  adopted  are  capable  of  logical  demon- 
stration, and  they  are  proven  by  example  and  precedent. 

These  principles,  by  proper  design  and  co-relation,  will 
result  in  a  comprehensive,  co-ordinated,  concentrated 
group  of  port  terminals,  which  under  vigorous  and  eco- 
nomical management,  must  result  in  success. 

They  are  designed  to  attract  shipping;  to  be  an  eco- 
nomical link  in  the  "  Chain  of  Transportation "  at  the 
port;  and  to  encourage  commerce. 

Every  care  has  been  exercised  in  not  going  too  far, 
but  on  the  other  hand,  in  providing  that  accommodation 
which  the  location  and  physical  situation  of  Savannah, 
justly  entitles  her  to;  and  which  is  not  now  available  at 
any  South  Atlantic  port. 

The  first  stage  will  provide  a  balanced  proportion  of 
each  of  the  comprehensive  units,  sufficient  for  the  pres- 
ent, but  so  designed  that  additions  may  be  added  to  any 
or  all  of  the  units,  as  required,  without  interruption  to 
traffic. 

The  first  unit,  situated  to  the  eastward  of  the  Old  Fort, 
may  be  called  the  Fort  Wayne  Docks. 

This  unit  will  be  the  intensified  business  centre  of  the 
terminals.  Liners,  passenger  ships,  ships  making  Savan- 
nah a  port-of-call,  general  cargo  ships,  and  ships  bound 
for  Northern  ports,  may  be  expected  to  berth  here.  It  is 
located  only  three-quarters  of  a  mile  from  the  City  Hall, 
on  a  most  favorable  river  site. 

Passengers,  mails,  express,  perishable  freights,  grain 
and  other  port  business,  will  be  concentrated  here. 

76 


Railway  facilities  for  "Steamship  Specials"  will  be 
a  feature,  and  every  encouragement  will  be  offered  for 
port-of-call  ships,  en  route,  to  and  from,  gulf  ports  or 
the  Panama  Canal,  to  make  Savannah  the  point  of  de- 
parture or  arrival  of  trans-Atlantic  voyages. 

The  ocean  route,  between  Key  West  and  all  points 
North  and  East,  closely  follows  the  shore  to  the  Cali- 
fornia, so  that  ships  may  enter  the  Savannah  River,  dock 
and  depart,  with  the  loss  of  only  one  tide. 

Railway  service,  cold  storage  and  marketing,  high  class 
perishable  freights,  and  rich  passenger  business ;  will  be 
sufficient  attraction  for  shipping,  provided  the  port  offers 
prompt  facilities. 

The  extensive  area,  tributary  to  Savannah,  will  also 
result  in  the  building  up  of  a  one-class  ocean  service  to 
this  port.  Navigation  conditions  are  favorable  for  ships 
of  from  12,000  to  16,000  tons.  If  Montreal  on  the  North 
can  support  one  sailing  per  day,  of  these  high-class,  pay- 
ing, freight  and  passenger  liners,  Savannah  is  equally 
well  situated  as  regards  Southern  and  Western  terri- 
tory. 

Winter  Excursion  ships  would  find  such  facilities  most 
attractive,  and  visitors,  in  search  of  health  and  rest,  would 
view  with  pleasure  Savannah  as  the  home  port. 

The  first  stage  provides  for  a  bulkhead  landing  quay 
and  one  basin.  It  will  have  berths  for  nine  large  ships, 
and  there  will  be  the  full  compliment  of  facilities : 

1.  Steamship  and  railway  passenger  depot. 

2.  Eight  transit  sheds  each  with  railway  train  sheds. 

3.  One  supporting  warehouse. 

4.  One  grain  elevator. 

5.  One  cold  storage  warehouse. 

6.  A  viaduct  approach. 

7.  Naval  stores. 

8.  Fertilizer  products. 

9.  Cotton. 

10.  Fueling  docks. 

11.  Railway  terminal  yard. 

77 


The  design  of  the  wharves  calls  for  permanence  and 
fire  resisting  construction.  The  "apron"  will  be  of 
moulded-in-air,  reinforced  concrete. 

Basin  No.  1  will  be  1,200  feet  long  by  300  feet  wide. 
The  excavated  material  will  be  used  in  raising  the  grade 
of  the  site  and  railway  yard. 

(1)  The  steamship  and  railway  passenger  depot  will 
be  at  the  centre  of  the  bulkhead  landing  quay,  which  is 
over  1,700  feet  long.    The  building,  structural  steel  con- 
struction, will  be  240  feet  long  by  90  feet  wide.     The 
lower  floor  will  be  for  freight;  the  main  flooor  for  passen- 
gers, mails,  express,  etc.,  and  the  roof    will     offer     a 
splendid  site  for  a  municipal  recreation  ' l  pier. ' ' 

(2)  The  Transit  Sheds,  uniform  in  dimensions,  will 
be  of  the  structural  steel  type,     and     of    fire-resisting 
materials  throughout.    They  will  also  be  designed  with 
railway  train  sheds,  and  freight,  on  the  ground  floor;  and 
for  truck-and-trailer,  handling  and  distribution  on  the 
main  floor.    There  will  be  a  grain  conveyor  gallery,  ex- 
tending the  whole  length  of  the  docks,  in  the  front  upper 
corner  of  these  transit  sheds.    Light,  air,  a  minimum  of 
fire  danger,  and    economical    handling    are    the    special 
features,  and  the  train  sheds  will  offer  facilities   for 
handling  rail  freights,  all  under  cover,'  with  independent 
switching  leads. 

(3)  Supporting  Warehouse. — The  warehouse  is  one 
of  the  most  successful  adjuncts  of  a  Port.    With  a  sup- 
porting warehouse,  and  co-relation  with  the  dock  system, 
shipments  are  sent  from  interior  points,   from  time  to 
time,  as  soon  as  ready.    At  the  Port,  favorable  oppor- 
tunities for  marketing  and  shipping,  offer  a  distinct  ad- 
vantage.    In  the  other  direction,  importers  favor  Port 
Bonded  Warehouses. 

The  supporting  warehouse,  A,  will  be  500  feet  long  by 
200  feet  wide,  and  six  stories  high;  all  of  fire  resisting 
materials. 

78 


A  warehouse  of  this  character  need  not  be  of  costly 
construction  even  though  provided  with  the  most  modern 
handling  equipment. 

(4)  The  Grain  Elevator  System. — No    unit    requires 
such  careful  laying  out  and  such  co-relating  with  the 
comprehensive  project,  as  the  system  for  (the  storage 
and  handling  of  grain. 

An  ideal  site  has  been  located.  It  will  be  central  for 
business  and  labor  conditions,  and  it  will  be  convenient 
for  the  receipt  and  delivery  of  grain. 

The  belt-conveyor  system  is  very  attractive  to  busi- 
ness. It  conditions  the  grain  just  before  it  is  stored  in 
the  hold.  The  ship  can  obtain  the  grain  when  required. 
There  is  no  delay  or  expense  in  moving  the  ship. 

The  first  stage  elevator  will  be  able  to  unload  300  cars 
per  day  and  deliver  to  six  ships  at  one  time,  and  to  ships 
at  any  of  the  nine  berths.  It  is  to  be  provided  with  car 
dumping  facilities  according  to  the  most  economical 
system  known.  In  the  serious*  light  of  experience,  every 
known  modern  safeguard  from  fire  and  dust  explosions 
has  been  designed.  There  will  be  cleaning  appliances  and 
a  Dryer. 

Montreal  Harbor  System,  last  year,  handled  nearly 
140,000,000  bushels,  in  seven  months,  through  three  eleva- 
tors, having  a  combined  capacity  of  less  than  10,000,000 
bushels. 

The  Savannah  project  has  in  view,  in  the  first  stage,  a 
working  house  of  1,000,000  bushels  capacity,  and  a  stor- 
age addition  of  1,000,000  bushels. 

(5)  The  Cold    Storage    "Warehouse.— For   the   first 
stage,  the  cold  storage  warehouse  is  designed  to  be  about 
one-half  the  size  of  the  Montreal  plant.     The  Montreal 
warehouse  is  440  feet  long  by  110  feet  wide  and  nine 
stories  high,  with  a  power  house    and   ice   plant   in   a 
and    separated    by    fire    walls.    Tlie     Savannah    pro- 
ject therefore  calls  for  a  warehouse  200  feet  long,  125 

79 


in  duplicate,  and  separated  by  fire  walls.  The  Savannah 
project  therefore  calls  for  a  warehouse  200  feet  long,  125 
feet  wide  and  seven  stories  high;  five  stories  being  for 
cold  storage ;  or  about  1,000,000  cubic  feet  of  refrigerator 
capacity. 

On  each  cold  storage  floor  there  will  be  a  well  lighted, 
well  ventilated  corridor,  in  which  sampling,  exhibitions, 
and  sales  may  take  place.  The  ground  floor  may  be  rent- 
ed for  offices,  or  to  jobbers,  for  cool  storage. 

By  careful  design  and  construction  the  building  and 
contents  may  command  the  lowest  known  insurance  rates. 

(6)  Viaduct  Approach. — Co-ordinated  and  concentrat- 
ed facilities  are  particularly  adapted  to  handling  by  stor- 
age battery  trucks  and  trailers.  This  method  of  handling 
requires  smooth  and  level  run-ways.    As  practically  all 
vehicular  traffic  is  also  by  motor  truck,  they  will  inter- 
change with  facility. 

The  Viaduct  will  provide  a  level  approach  from  city 
streets  and,  by  radiating.run-ways,  connect  with  all  ware- 
houses, transit  sheds,  and  facilities,  and  result  in  compre- 
hensive cargoes  being  handled  at  each  berth,  with 
economy  and  despatch. 

(7)  Naval  Stores. — For  the  storage  and  handling  of 
Naval  Stores  and  other  bulk  non-perishable  products, 
ample  spaces  are  reserved,  with  facilities  for  distribution 
and  shipment. 

(8)  Fertilizer  Products.— The  State  Port  Terminal 
Project  provides  for  a  modern  plant  for  the  unloading, 
storage,  and  shipping  of  fertilizer  products. 

It  will  include  a  bulk-head  dock  for  two  or  three  ships. 
These  ships  will  be  unloaded  by  mechanical  facilities 
and  the  materials  delivered  either  direct  into  railway 
cars,  or  to  storage.  Ample  spaces  will  be  provided  for 
materials  of  various  kinds  in  separate  compartments. 

Overhead  traveling  cranes  will  handle  cheaply  and 
efficiently. 

80 


Three  traveling  unloading  towers,  with  conveyors  and 
weighing  devices  and  three  storage  buildings,  each  350 
feet  long  by  150  feet  wide,  included  in  the  first  stage. 
Future  extensions  so  -that  the  storag  plant  may  be 
doubled  in  size  are  provided  for. 

(9)  Cotton. — The  Storage  and  Handling  of  Cotton,  as 
conducted  at  Gulf  and  Atlantic  Ports,  has  been  carefully 
studied.     It  has  been  found  that  formerly  the  shipping 
season  for  cotton  lasted  for  seven  months.     It  is  now 
carried  on  almost  continuously  throughout  the  year.    It 
has  been  found  that  with  high-density  cotton,  shipments 
may  be  made  by  regular  liners,  to  advantage,  instead  of 
by  full  cargoes  in  tramps.    Lighterage  is  costly  and  slow 
and  can    be    eliminated    with    very     great     economy, 
especially  in  liner  and  partial  shipments;  and  finally  it 
has  been  found  that  the  very  important  item  of  Insur- 
ance may  be  very  greatly  reduced  by  construction  accord- 
ing to  special  "Rules  and  Regulations. " 

It  is  expected  that  when  the  Port  Project  reaches  ful- 
fillment that  Savannah  will  again  become  the  principle 
cotton  port  of  North  America,  which  position  she  should 
never  have  lost.  It  is  expected  that  not  'only  will  Savan- 
nah become  a  great  cotton  port,  but  Savannah  will  become 
the  chief  market  for  this  product,  in  America.  In  carry- 
ing out  this  plan  a  cotton  unit  has  been  designed,  which 
will  be  co-ordinated  with  the  various  other  units  of  the 
port,  by  using  storage  battery  trucks  and  trailers. 

The  design  calls  for  the  handling  of  cotton  from  the 
warehouse  directly  into  the  ships,  by  mechanical  means. 
The  cotton  unit  is  to  be  constructed  to  class  "AAA", 
and  to  obtain  a  special  rate  of  insurance,  given  to  only 
one  or  two  other  plants  in  America, 

(10)  Fueling  Docks. — The  next  item  of  the  project 
calling  for  partial  completion  in  the  first  stage,  is  the 
fueling  dock  system.     With  ships  using  Savannah  as  a 
port-of-call,  for  passengers,  cold  storage,  provisions,  and 
perishable  cargoes,  the  question  of  bunkering  with  either 

81 


coal  or  oil,  will  become  an  important  factor.  A  special 
plant,  for  handling,  has  been  laid  out  for  the  speedy 
Bunkering  of  Ships  with  coal. 

The  same  machinery  with  a  mechanical  interchange, 
and  by  the  use  of  magnets,  will  enable  pig-iron  to  be  un- 
loaded from  cars,  to  be  either  stacked,  or  loaded  into 
ships,  as  required. 

Adjoining  the  fueling  docks  are  two  large  fuel  oil 
plants,  each  of  which  is  equipped  for  either  bunkering  at 
their  own  wharves,  or  for  delivering  fuel  oil  through 
special  pipes  to  the  various  berths  in  the  Savannah  Port 
Project. 

(11)  Railway  Terminal  Yard. — The  project  includes 
in-bound  and  out-bound  yards.  The  out-bound  receiving 
yard  will  hold  seven  sixty-car  trains.  The  classification 
yard  for  the  same  service,  will  provide  ten  forty-car 
tracks,  all  directly  connected  with  the  dock  facilities. 

The  in-bound  receiving  yard  is  designed  with  eight 
forty-car  tracks,  connecting  with  the  in-bound  classifica- 
tion yard  for  eight  forty-car  trains. 

Both  of  these  yards  are  operated  over  standard  humps 
having  railway  scales. 

A  storage  yard  is  designed  having  a  capacity  of  700 
cars. 

The  railway  facilities  are  designed  so  as  to  balance, 
in  each  instance,  with  the  freight  facilities  of  the  different 
port  units. 

GEORGIA  PORT  TERMINALS  AT  SAVANNAH 
FIRST  STAGE  ESTIMATE 

The  first  stage  of  the  proposed  Savannah  Port  Termi- 
nal Project  provides  for  comprehensive,  co-ordinated 
facilities,  including  all  units  required  for  a  modern 
harbor  development,  as  outlined  in  the  report  submitted 
herewith. 

82 


The  first  stage,  while  complete  and  sufficient  for  pres- 
ent requirements,  is  capable  of  extensions  in  evry  par- 
ticular, where  extensions  are  to  be  expected. 

In  order  that  success  may  be  assured,  comprehensive- 
ness is  the  essential  feature,  and  for  the  first  stage,  the 
following  are  given  as  being  required : 

1.  Docks. — 

Bulkhead  Landing  Quay. 
Basin  No.  1. 
Fertilizer  Dock. 
Cotton  Dock. 
Fueling  Dock. 

Approximately     8000     lineal     feet     of 
wharves,  with  berths  for  15  to  20  ships_$3,000,000 

2.  Railways  and  roadways , 1,250,000 

3.  Grain  Elevator.— 

Working  house  and  storage  2,000,000 
bushels  capacity,  with  conveyors  for 
loading  eight  ships  at  their  berths. _  1,750,000 

4.  Transit  sheds  and  passenger  station ,  2,750,000 

5.  Warehouses.— 

A.  Cold  storage 1,250,000 

B.  General    750,000 

C.  Cotton 1,000,000 

6.  Fertilizer  warehouses  and  plant , 500,000 

7.  Machinery  and  equipment 600,000 

8.  Contingencies  and  unforseen  items ,  1,000,000 

9.  Interest  during  construction , 1,250,000 


$15,000,000 

This  would  result  in  a  comprehensive  port,  of  at  least 
one-half  the  capacity  of  Montreal  Harbor,  which  has  cost 
about  $32,000,000,  and  which  is  paying  not  only  a  sinking 
fund,  but  also  $1,000,000  interest  charges  annually,  and  is 
resulting  in  prosperity  to  the  people  of  Canada. 


83 


CONCLUSIONS. 

In  view  of  the  increasing  and  widespread  decision  that 
transportation  and  marketing  are  vital  factors  in  the 
interests  of  production,  and  that  the  port  has  been  found 
to  offer  immediate  available  possibility  of  amelioration 
it  would  seem  to  be  most  urgent  to  implimeiit,  without 
loss  of  time,  the  value  of  the  already  successful  Port,  of 
Savannah,  Georgia,  by  providing  Modern  Terminals  and 
up-to-date  Marketing  Facilities. 

By  all  the  rules  governing  the  spirit  of  port  develop- 
ment, Georgia  has  an  even,  or  better,  chance  of  winning 
against  any  or  all  competitors. 

Georgia  has  a  working  plan,  and  an  opportunity  for  an 
immediate  commencement,  with  a  certainty  of  being 
ready  first,  of  all  the  Atlantic  ports,  with  an  offer  to  the 
world's  shipping,  of  a  modern,  comprehensive,  co-ordi- 
nated port  terminal. 

It  has  been  demonstrated,  by  example,  that  such  a  port 
would  be  successful  and  that  it  would  pay  its  way ,  with- 
out costing  the  people  of  Georgia  a  cent,  other  than  their 
credit. 

A  representative  of  one  of  the  great  newspapers  of  the 
State,  Mr.  Rogers  Winter,  made  an  investigation  of  one 
of  these  examples,  and  after  a  searching,  critical  survey, 
gave  to  the  citizens  of  Georgia,  a  description,  a  picture, 
an  argument ;  and  a  demonstration  that  the  port  of  Mon- 
treal, a  port  such  as  has  been  designed  for  Savannah, 
had  the  essentials  of  the  Georgia  requirements,  and  that 
the  problem  had  there  been  successfully  solved.  No  more 
excellent  example  of  modern  educating  journalism  has 
ever  been  witnessed. 

Such  a  port  development  at  Savannah,  by  the  prestige 
of  position  and  by  strategical  trade  value,  would,  with 
certainty,  command  a  large  share  of  the  export  and  im- 
port business  of  the  South,  and  open  up  to  Georgia  a  rich 
market  for  her  products. 

84 


Georgia  has  a  coastal  port  in  a  modern  city,  where  are 
all  the  essentials  of  a  successful  port:  railway  facilities, 
financial  houses,  shipping  interests,  industries,  business 
organization,  public  utilities  and  excellent  municipal 
government. 

A  site  for  a  modern  port  terminal  has  been  found 
which  has  almost  every  element  of  success.  It  is  ideal. 

The  project  has  been  designed,  based  on  principles  and 
practice  of  port  development  which  have  been  successful. 

The  designer  of  the  project  has  designed,  constructed 
and  directed  the  operation  of  such  a  port,  and  has  elimi- 
nated, as  far  as  possible  what  is  not  attractive  to  practical 
operators,  and  may  not  be  financially  successful. 

The  City  Engineer  of  Savannah,  Mr.  W.  O'D.  Rockwell, 
has  given  his  certificate  that  the  "  Engineer  designing 
terminals  for  which  this  site  was  used  would  have  a  free 
hand  to  do  whatever  was  required  in  order  to  make  a 
most  complete  and  modern  port  terminal." 

Expenditure  on  this  project,  will  benefit  almost  every 
known  business  organization  and  class  of. labor  in  the 
state.  The  money  will  almost  all  be  left  in  the  pockets 
of  the  people. 

From  the  highest  executive  of  the  State,  the  Legisla- 
tors, the  Board  of  Harbor,  Port  and  Terminal  Commis- 
sioners, and  from  the  Mayor  and  Citizens  of  Savannah, 
every  possible  aid  and  co-operation  has  been  received. 

Public  spirit,  combined  with  a  patriotic  desire  to 
further  the  interests  of  the  State,  will  surely  resolve  itself 
into  a  picture  of  the  State  of  Georgia,  Port  Terminals  and 
the  prosperity  resulting,  visible  to  THE  WORLD. 


8<5 


COAL 
FREIGHT 

TO 

FROM  SAVANNAH,  GA.          PINNERS  POINT,  VA. 

Southern  Railway  Group    Appalachia,  Va.  1 

14  Mines  in  Virginia.      Exeter,  Va.  $3 .25  $3 .94 

Packet,  Va. 
St.  Charles,  Va.  J 

NEW  ORLEANS 
Group  7  Mines  in  Ten-    Caryville, 

nessee,     on    Southern    Briceville,  Etc.     |  $3.25  $4.00 

Railway.  J 

Kentucky  Mines,  as  Middlesborough,  Harlan 

and  points  in  Group  10.  $3 .37*  $4 .10 

Freight  on  Coal,  Savannah  from  3  competing  points  3.25  to  3.37*,  New  Orleans, 
4.00  to  4.10,  Pinners  Point,  Va.,  3.94. 
(From  Savannah  Traffic  Bureau) 


GRAIN  AND  GRAIN  PRODUCTS. 
FROM 
Chicago,  111. 

St.  Louis,  Mo.  (proper) 
Cincinnati,  Ohio. 
Louisville,  Ky. 


EXPLANATION  REFERENCE  MARKS:    A-Grain 

B-By-products-Flour,  etc. 
C-Feed,  etc. 


TO 
NEW  YORK,          NEW  OR-        SO.  ATLANTIC 

N.  Y.               LEANS,  LA. 

COASTR 

Al 

30* 

A  40* 

A  35* 

B! 

F  31* 

B502 

B46 

CJ 

26* 

C46 

C38* 

$1 

34 

A  32 

A  33* 

B 

i  35 

J  32 

B34 

C 

31* 

C32 

C28* 

A] 

27* 

A  33 

A  26 

B 

[•  28* 

B33 

B26* 

C, 

1  25* 

C33 

C22* 

A 

1  33 

A  30 

A  26 

B 

34 

B30 

B26* 

C 

I  29* 

C30 

C22* 

86 


PACKING  HOUSE  PRODUCTS  &  FRESH  MEATS. 
FROM  TO  POINTS  AS  SHOWN  ABOVE. 

Chicago,  111.  A 1  96* 


B  1-  73* 

73^ 
73* 


Of 

Df 


St.  Louis,  Mo.  All  .03*  A 

B  (  82  B 

Cf  1103*  C100' 

DJ  82$  D  74$ 

E   54 

EXPLANATION  REFERENCE  MARKS: 

A-Dressed  beef,  sheep  &  hogs. 

B-In  bulk,  smoaked,  pickled. 

C-Meats,  ffesh,  all  kinds. 

D-Rated  4th  class  Official. 

E-Dry  salted  and  articles  Rated  B  Sou.  Classfn. 

$-E.  St.  Louis  Only. 


IRON  &  STEEL  ARTICLES  (MANUFACTURED). 

Chicago,  111.  63  46*  35 

St.  Louis,  Mo.  73*  36*  35 

Cincinnati,  Ohio.  55  37*  35 

Louisville,  Ky.  63  34*  35 


87 


Y.C  89877 


• 


536863 


UNIVERSITY  OF  CALIFORNIA  LIBRARY 


